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  1. BMW added two new models to its “Big Boxer” heritage line with the 2022 R18 B bagger and R18 Transcontinental touring model. They join the R18 and R18 Classic in BMW’s lineup of models powered by the 1802cc Boxer engine. Pricing starts at $21,945 for the R18 B and $24,995 for the R18 Transcontinental The Transcontinental and B share much in common, including the large handlebar-mounted fairing, 10.25-inch TFT color display, color-matched side cases and a sound system from Marshall Amplification. The R18 B has a short windscreen, a slimmer seat and matt black metallic engine and trim. The Transcontinental comes with a top case/passenger backrest, heated seats, a tall windscreen, fairing lowers, additional lighting, engine guards, chrome trim and a Silver metallic engine. Like the 2020 R18 cruiser, both the R18 B and Transcontinental will be offered in an exclusive First Edition paint scheme in black with white striping inspired by the 1936 BMW R5. Since they are designed for long-distance travel, the R18 B and Transcontinental are equipped with 6.3 gallon fuel tanks, compared to the 4.2-gallon tank on the R18 cruiser. To accommodate the larger gas tank, BMW modified the double-loop tube frame for the touring models. The chassis geometry was adapted accordingly to support two people and a full load of luggage, with the rake angle decreased to 27.3° from 32.7° and the wheelbase shortened to 66.7 inches from 68.1 inches. The engine is the same 1802cc air/oil-cooled Boxer with four pushrod-actuated valves per cylinder. BMW claims a maximum output of 91 hp at 4750 rpm. Peak torque is a claimed 116 lb-ft. of torque at 3000 rpm, with BMW claiming 110.6 lb-ft. on tap from 2000 to 4000 rpm. The engine redlines at 5750 rpm and idles at just 950 rpm. The engine is mated to a six-speed constant mesh transmission and a single-plate anti-hopping dry clutch. BMW offers a reverse gear as an optional extra, which may be a good idea to help move the sheer mass of the two bikes (a claimed 877 pounds for the R 18 B and 941 pounds for the R18 Transcontinental). Like the R18 and R18 Classic, the touring and bagger models have an exposed drive shaft. Up front, the R18 Transcontinental and R18 B are equipped with sleeved 49mm telescopic forks. The rear suspension is a concealed central cantilever strut with travel-dependent damping and automatic load compensation. The rear suspension uses a servomotor-actuated hydraulic unit and data from a height sensor to automatically adjust spring preload. Both front and rear suspension offer 4.7 inches of travel. The 19-inch front wheel is equipped with dual 300mm discs and four-piston fixed calipers. The 16-inch rear wheel is matched with a single disc brake. BMW Motorrad Full Integral ABS comes standard, with either the hand and foot levers activating both brakes together, with the system automatically distributes the brake force between the front and rear. Both models come standard with BMW’s Dynamic Cruise Control which maintains the preset speed when moving downhill. An Active Cruise Control system is an available option, using radar sensors integrated in the fairing to adjust the speed to maintain a safe distance from traffic in front. Electronically-controlled engine drag torque (i.e. traction control) comes standard. Mid-mount footrests (a necessity, as the large cylinders prohibit forward controls), rear-angled handlebars and low seat height (28.3 inches for the R18 B and 29.1 inches for the Transcontinental) create a relaxed riding position for long distance touring. The Transcontinental comes standard with running boards, but they are available as an optional accessory for the R18 B. Hill Start Control is also available as an ex-works option. The aforementioned standard Marshall sound system includes two 25-watt speakers integrated in the front fairing. The audio system includes FM/AM radio, with SiriusXM Satellite radio available as an option. The system comes with five different equalizer profiles, four for the loudspeakers and a fifth for helmet-mounted audio. BMW also offers two upgraded audio systems. The Marshall Gold Series Stage 1 adds a 90-watt subwoofer to each side case plus a 180 watt amplifier. The R18 Transcontinental can be fitted with a Stage 2 system which adds another pair of 25-watt speakers to the top case. The side cases offer 7.1 gallons of storage (the optional speakers take up 0.1 gallons) while the Transcontinental’s topcase holds 12.7 gallons (or 12.4 gallons with the Marshall Gold Series Stage 2’s additional speakers). BMW offers a number of upgrades from its Option 719 customization program, including an AERO package with cylinder head covers, front cover and intake snorkel covers in sheet aluminum with a brushed clear anodized finish. There’s also an Option 719 Galaxy Dust metallic/Titanium Silver metallic paint option with an iridescent finish that shifts from violet to turquoise blue. Both the 2022 BMW R18 B and R18 Transcontinental will arrive in U.S. showrooms in August. Specifications BMW R 18 B R 18 Transcontinental Engine Type Air/oil-cooled 2-cylinder 4-stroke Boxer, OHV with four valves per cylinder Displacement 1802cc Bore x stroke 107.1mm x 100mm Output 91 hp at 4750 rpm (claimed) Torque 116 lb-ft. at 3000 rpm (claimed) Compression / fuel 9.6:1 / premium unleaded Engine control BMS-O Emission control Closed-loop 3-way catalytic converter, EU5 Alternator 660 W Battery 12V/26Ah maintenance-free Headlight LED low beam (with adaptive turning light with swivel module) Clutch Hydraulically activated single-plate dry clutch Gearbox Constant-mesh 6-speed gearbox Drive Universal shaft Frame Steel double-loop tube frame with backbone made of sheet metal formed parts Front Suspension Telescopic fork, stanchion Ø 49 mm, 4.7 inches of travel Rear Suspension Cantilever strut, 4.7 inches of travel Rake 27.3° Trail 7.2 inches Wheelbase 66.7 inches Front Brake Double disc brake Ø 300 mm Rear Brake Single-disc brake Ø 300 mm ABS BMW Motorrad Full Integral ABS Front Wheel 3.5 x 19″ light alloy cast wheel Rear Wheel 5.0 x 16″ light alloy cast wheel Front Tire 120/70 R 19 or B 19 Rear Tire 180/65 B 16 Tank Capacity 6.3 gallons Total Length 100.8 inches 103.9 inches Width 40.9 inches Height 55.1 inches 55.9 inches Seat Height 28.3 inches 29.1 inches Unladen Curb Weight 877 pounds (claimed) 941 pounds (claimed) Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2022 BMW R18 Transcontinental and R18 Bagger First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/mcGgoT3kpY4Source
  2. BMW announced a new partnership with renowned audio company Marshall Amplification, and in doing so, teased the impending launch of two new R18 variants: the R18B bagger and R18 Transcontinental tourer. Marshall is best known for its guitar amplifiers, but in recent years, the company has ventured into producing headphones and home audio speakers. With the new partnership with BMW, it appears Marshall will be producing audio systems for motorcycles. BMW says: “the legendary Marshall spirit and the development power of BMW Motorrad will in future be reflected in new innovative products for motorcycles and music, especially in the BMW Motorrad Heritage segment.” That last sentence is the important clue. BMW’s Heritage segment consists of the R18 and the R NineT lines, which currently do not have a model that is set up for an audio system. We have known for a while, however, that the R18 lineup will eventually include bagger and touring variants. BMW originally filed designs for an R18 model with a large batwing fairing and hard panniers back in July 2019, well before the R18 cruiser was officially introduced. The press release included the image above which shows a Marshall amp superimposed on part of a motorcycle with a tank similar to the R18 models, a chrome fork tube. The fork tubes on the current R18 and R18 Classic are covered in black sheaths, but the designs for the bagger show the top of the fork tubes are exposed, matching the image. More recently, BMW received certification from the U.S. Environmental Protection Agency, the California Air Resources Board for two R18 variants: the R18B and R18 Transcontinental. The R18B is obviously the bagger version shown in the designs, while the Transcontinental is expected to include a top case. The design filings included a view of the R18B from the rear, which provides a good look at the infotainment system. The 10.25-inch TFT display takes center stage, but to either side, partially obscured by the handlebars, are two panels which would be logical positions for speakers from Marshall. BMW’s press release, included below, says that the first products from its partnership with Marshall will be presented soon, with more information to come on July 29. We expect this will include details about both the R18B and R18 Transcontinental. Begin Press Release: BMW Motorrad and Marshall announce strategic partnership. Riding a motorcycle while listening to music – both fit well together, as they promise deep emotional experiences and intense pleasure on two wheels. It is not for nothing that generations of artists have dedicated their songs to the experience of motorcycling. “Born to be Wild” is a notable example. To ensure that beats and basses perfectly complement the ear while riding, BMW Motorrad has long been engaged in intensive development work on its sound systems. With its now agreed long-term partnership with world-renowned British company Marshall Amplification, the innovation and quality of BMW Motorrad sound systems are set to reach new heights. For 60 years, Marshall, originally from Hanwell, London, now based in Bletchley, Milton Keynes (UK), have produced legendary guitar amplifiers used by the world’s best musicians. Since 2012 they have expanded their audio quality into award winning headphones and active speakers designed for music lovers. The legendary Marshall spirit and the development power of BMW Motorrad will in future be reflected in new innovative products for motorcycles and music, especially in the BMW Motorrad Heritage segment. BMW Motorrad will present the first new products resulting from this strategic partnership very soon. Stay tuned to find out more about this on 29 July 2021. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post BMW Teases R18 Bagger and Tourer In Announcing Partnership with Marshall appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/bt7NyuIBE-gSource
  3. We’ve previously reviewed the Insta360 One X action camera. The One X was launched in October 2018 and is capable of shooting 5.7K 30fps 360 video, with features such as Flow-State Stabilization, slow motion at lower frame rates, Bullet-Time video, and more. The camera comes with an easy-to-use and elegantly-designed phone app and desktop app which gives the user absolute control of what portion of a 360 view around the camera they would like to highlight. MO Tested: Insta360 OneX Camera Review I came away impressed by the One X’s 360 capabilities to capture all the action around a motorcycle – action that would otherwise be missed by conventional action cameras – but found issues with instability of the .insv video files and found the LCD screen with two-button controls on the camera a bit hard to use in the real world. The 360 technology is a game-changer for what it allows the casual user to easily capture, but the camera design was a bit vulnerable for regular use mounted on motorcycles and corrupted files occurred a bit too often to be easily forgiven. More recently Insta360 sent us the remarkably tiny and aptly named Insta360 GO 2. Launched in March 2021, the GO 2 utilized Insta360’s Flow-State stabilization and gyroscopic data to give smooth video with a constantly level horizon (no matter how the camera is oriented). About the size and shape of one half a human thumb, the GO 2 was remarkable for all the technology it packed in a tiny, easy-to-use package. The video files proved to be very stable this time around and while the camera offered many positive and moto-friendly features like multiple frame rates and resolutions, effective stabilization, horizon self-leveling, durability, and easy mounting options, the one thing it did not offer was 360 video. MO Tested: Insta360 GO 2 Review Well, it turns out that Insta360 launched a camera in October 2020 that combines the best qualities of both the One X and the GO 2 in a rugged, modular design that lets the user switch between 4K and 5.3K conventional lenses and a 5.7K 360 lens. The rugged design housed in a protective plastic camera cage addresses the vulnerability of the One X packaging. The inclusion of the screw and tab mounting design on the base of the One R’s camera cage addressed the vulnerability of the One X’s quarter twenty screw thread mount system which required excessive torque to be used to withstand the rigors of wind and vibration from motorcycle mount applications. Say goodbye to stripped screw receptacles in the base of the camera or loosening mounts that were a problem on the One X. The One R incorporates the same easy-to-secure mount system made popular by the original GoPro. The One R keeps the One X’s ability to capture unique perspectives with Insta360’s video modes like Bullet-Time, Hyperlapse Time Shift, Deep Track automatic subject tracking, and the effective Flow-State Stabilization, and now adds the ability to easily switch between the 360 lens mod or a 4K or even 5.3K one-inch lens mod for those times when 360 capture isn’t called for. The one-inch lens mod also lets more light in than standard action camera sensors which is a boost in low light scenarios as well as a boost for image quality in regular lighting situations. Insta360 periodically adds functionality to their cameras through firmware updates and continually evolves the capabilities of the Insta360 phone app that offers in-phone editing, image manipulation, a music library, multiple platform sharing options, and more to make it easy to capture and share content on the fly or back in the editing room on the desktop computer. Some recently added features include Loop Recording, Car MultiView, in-camera 6x speed TimeShift record, Horizon Flip, Overtaker, sharpness adjust, 4k at 50fps, horizon leveling function for Pro videos, and updated Vivid color profile on the one-inch Mod. Could the Insta360 One R be the perfect action camera for the discerning moto-loving video maker? Watch the video and see what I thought of it in real-world, road, and track applications. Check pricing for the Insta360 One R here We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post MO Tested: Insta360 One R Action Camera Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/Q8jVDftP--cSource
  4. 2021 Benelli TRK 502 XEditor Score: 73.5%Engine 13.0/20Suspension/Handling 10.0/15 Transmission/Clutch 8.5/10Brakes 7.5/10 Instruments/Controls3.5/5 Ergonomics/Comfort 8.5/10 Appearance/Quality 8.5/10Desirability 6.0/10Value 8.0/10Overall Score73.5/100 “It’s actually not that bad,” is my most-repeated phrase as I flit from flower to flower on this new Benelli TRK 502 X. We try to give Chinese motorcycles equal opportunity on MO when we can, but it’s frankly not usually a pleasant experience for us or the Chinese motorcycle. The last Benelli we tested, for instance, was this TnT600 in our 2017 Middleweight Naked Shootout. Like I said then, “It has a firm-enough ride that’s always compliant, its cantilevered rebound-adjustable shock there on the right does nice work. The seat’s comfortable enough, the tapered aluminum handlebar puts the handles in the right spots, engine vibes are under control – and the overall fit and finish is so nice that, right until you ride away, you’d never think you weren’t about to be in for a treat on a perfectly nice exotic European motorcycle.” But then when you did ride away on the TnT600, well, Thai Long Ly has a way with words: “Beautiful bike. Love the MV-esque tank and the dated high pipes. Like a sexy Italian model, this bike looks great from every angle. Unfortunately, the engine has the pull of 7, perhaps 8 Alpine Marmots, offering all the excitement of jury duty. The bike sounds fast, with an intoxicating wail and whine worthy of a MotoAmerica paddock, but the absolutely anemic inline-Four packs the punch of an anorexic coke whore.” That sounds a little insensitive now, but Thai was right. The thing had a gaping hole where its poweband should’ve been. Benelli, in other words, always seems to find a way to snatch defeat from the jaws of victory. In addition to the absolute flaccid powerband, the TnT weighed fully 109 pounds more than the winning Yamaha FZ-07. Zounds. Then again, we’re big fans of the Benelli TnT135, which wants to horn in on the Grom market. Our EFI means we didn’t need to change jets at 7000 feet, which is nice. First impressions really are important. We wanted to ride this new TRK 502 X adventure bike, but we also didn’t want to inflame China/U.S. relations unnecessarily, given all the strife we’ve all been through these last few years. As it turns out, the TRK’s not bad. Not bad at all. It’s not that good, either, but it’s only $6,399 – and if you want the three-piece aluminum luggage, it’s only $999 more. Power-ish A 500cc liquid-cooled DOHC 8-valve parallel Twin provides a fair amount of propulsion that, unlike the TnT600 four-cylinder, is commendable for both its quality and quantity. The dyno has it at 38.5 rear-wheel horsepower, which isn’t a lot. You wouldn’t think it would be enough to zot the bike up to an indicated 104 mph on the LCD display, but that’s what the speedo says and that’s about how it feels give or take 5 mph. Benelli’s 502 motor is also Euro 5 compliant, and has a smoother, better powerband than any Benelli we can remember. Benelli tells us there’s a counterbalancer in there somewhere. Valve lash needs to be inspected every 16,000 miles; adjusters are shim-under-bucket. We averaged 50 mpg. Things are reasonably steamy down low and in the midrange. Past about 7000 rpm or so, the tach needle’s not exactly zinging, but it is moving. And what do you care; you’re an adventurer, not a racer. There’s no 270-degree crank here, so you get the classic sewing-machine exhaust note and feel of the previous-gen Japanese twin. I felt like I was riding a V Strom 1000 with a Kawasaki EX500 motor; Brasfield remembers the EX having way more top-end. He’s right. Suzuki GS500 motor, maybe. There’s not a lot of top-gear roll-on power, but enough to hold your own against most freeway traffic. You’re turning about 7000 rpm at an indicated 83 mph, with the redline drawn at 9000. There is a fair bit of engine vibration coming and going from our aluminum fatbar and footpegs at various rpm, but I wouldn’t say it ever rises to debilitating or even very annoying at typical cruising speeds. It might be annoying if the rest of the experience wasn’t so pleasant: The seat’s nice and thick, the ergonomic triangle is really agreeable, and the tallish windscreen is usually pretty quiet. And while there’s no quickshifter or slipper clutch, the clutch pull is light, and the gearbox shifts through its six gear pairs more snickily than about 70% of current motorcycles, which is to say really well. Suspension Also surprisingly not bad for an ADV bike with 5.5 inches front wheel travel and less than half that out back – like 2 inches according to the specs. Strange for a bike with such a tall seat. If 2 inches is correct (and our media contact confirms that’s what the manual says), it really doesn’t feel that way. It feels like there’s enough travel on pavement to absorb all sorts of nastiness painlessly, thanks in part to the thick seat and great ergonomics I suppose. And it’s not even bad on rocky dirt roads provided you remember you’re not on a KTM or Africa Twin, and avoid the big holes. The fork is an impressively beefy inverted unit with 50mm sliders. In the rear, a single slightly cantilevered shock gets the job done. Popping off a little plastic side cover reveals its piggyback reservoir complete with compression adjuster, and a rebound adjuster at the bottom too. It looks like the swingarm has plenty of room to do more swinging, but the stiff spring just won’t allow it. What it looks like is that somebody specced a shock and spring for a linkage-type rear end, then somebody else decided later we can’t afford linkage. Cute pink compression adjuster and preload collars behind it brighten up a rear shock that works without benefit of linkage to provide very little claimed wheel travel, which feels like more. Ours is the adventurish 502 X, with 19- and 17-inch Metzeler Tourance tires on (tube-type) wire-spoke wheels, and a pretty up-there 33-inch seat height. Benelli also makes a more street-oriented TRK 502, with 17-inch street tires on cast wheels and a seat 1.5 inches lower, for $400 less. Not only is the seat high, this Benelli, like all the others we’ve ridden, is pretty hefty: 546 pounds wet on the MO scales. That’s 2 lbs more than the new Suzuki V Strom 1050. I did come close to toppling over a couple times while turning around on narrow dirt roads, but luckily did not – probably because the bike comes with hefty steel crash bars that look like they’d protect it well. I really didn’t want to, but I was glad afterward that we did do a little fire-roading and learned how not-bad-at-all the TRK is at that also, at exploring speeds. Though the dyno says there’s nothing doing below 3000 rpm, the bike is perfectly happy pootling along in second gear and 20 or 30 mph, at what its tachometer reports is around 2500 rpm, and even lower. The heavyish flywheel that holds its high-rpm performance back a tad on the road is just the thing for adventuring slowly along rocky dirt roads. You can go faster, but then the rear end starts to bottom out over bigger bumps and harsh your buzz, and nobody wants to be changing an inner tube flattened by a sharp rock. Did you bring tire irons or skills? Me neither. If a flat did happen though, you’d be glad to have the standard centerstand. Weight is the biggest disadvantage of the Benelli compared to its competitors. Though it’s got a midsize powerplant, just barely, the bike itself is the size of a V-Strom 1050, as we mentioned earlier. That 546-lb wet weight does include 5.3-gallons of fuel, steel crash bars, the centerstand, and luggage mounts though not the luggage. Still, we’re looking at a motorcycle whose power-to-weight ratio is way off the pace of its competitors – but then so is its price tag. Then again, a V Strom 650 XT isn’t that much more money, at $9,439. Suzuki says that bike weighs 476 lbs, 70 less than the Benelli. Mixed messages include better bark busters than most expensive ADV bikes come with, premium Metzeler Tourance rubber, swell paint and graphics. It’s even got backlit switchgear, which is kind of a waste since there’s barely anything to switch except the hi-lo beam and blinkers. Basically, the Benelli is more an adventure-styled motorcycle than it is a real adventure bike. You can cruise around on dirt roads up to a certain pace, but you’re not going to be blasting up any steep hills. And you might want to find the fuse to disable the ABS before you head down any steep ones. If it’s true that this category is more like the four-wheeled SUV one – where most people never go off on real dirt adventures anyway – then maybe none of that matters? The twin 320mm discs and two-piston calipers up front aren’t bad and will stop the bike hard given a firm squeeze, but there’s not much in the way of feel. Even on dirt, the ABS isn’t too intrusive, but then we didn’t go down anything all that steep. Talks the talk It’s not a bad around-town bike either, especially if you’re tall. But the TRK just doesn’t offer either the engine performance nor the chassis sophistication of a real ADV bike. If you’re not all that power-hungry, and if you admit that you’re just as concerned with style as you are with performance, then the Benelli really is a big hit. Paint, graphics, fit and finish are all really good, and people who don’t know Benelli was bought by Qianjiang (Q.J.) corporation of Wenling, China (nearly everybody) 16 years ago, will think you’re only popping in for a quick latte on your way to meet Ewan and Charley on your expensive Italian motorcycle. The 502X has got the look, including the sheer intimidating size, down, and there’s no skimping on the Benelli logos. For looking rugged, you’re all set. The nice aluminum handlebar is almost what Harley would call a “mini-ape;” rotating it back a bit would be perfect for standing and riding if you’re 5’8. If you really did want to go adventure riding, though, including on possibly gnarlier terrain, what you probably would be better off doing in this price range is having a look-see at the KTM 390 Adventure we rode last year – a bike that lists for $200 more than the Benelli, makes a tad more power, and weighs, ahem, 160 pounds less. But hey, sometimes you just want to supersize it. And maybe there is a certain amount of robustness that comes with paying less attention to making everything as light as possible? Our Benellis seem to always have their peccadilloes, but we’ve never had any problems with them failing us. If you’re into the TRK 502 X’s looks and price tag, business is reportedly booming, and the distributor is up to around 300 US dealerships (there’s a dealer finder here). SSR Motorsports was started by a guy who left American Suzuki 15 years or so ago, and staffed by other more recent Suzuki refugees who know what they’re doing; the shelves at their big new warehouse in Santa Fe Springs, California, are bursting with parts, and the floor is stacked with crates full of motorcycles, minibikes, ATVs, etc. Doesn’t seem like the Chinese will be going away anytime soon. Maybe it’s time to think about cozying up? 2021 Benelli TRK 502 X + Highs A lot of motorcycle for the money Some would say too much Looks premium, has some premium components – Sighs Power-to-weight ratio is underwhelming An ADV bike with 2.5 inches rear-wheel travel? Someday Benelli’s going to pin the tail on this donkey… In Gear Helmet: Shoei Neotec Splicer 2 Jacket: Tourmaster Ridgecrest Gloves: Tourmaster Switchback Pants: Tourmaster Ridgecrest Boots: Sidi Adventure 2 Gore-Tex Mid 2021 Benelli TRK 502 X Specifications MSRP $6,399 Engine Type 500cc liquid-cooled parallel Twin, DOHC, four valves-per-cylinder Bore and Stroke 69 x 66.8 mm Compression Ratio 11.5:1 Rear Wheel Horsepower 38.5 hp @ 9000 rpm Torque 29.3 lb-ft @ 4400 rpm Transmission 6-speed; wet clutch Final Drive Chain Front Suspension 50mm inverted fork; 5.5 in travel Rear Suspension Single shock with spring preload, rebound and compression damping adjustability; 2 in. wheel travel Front Brake 2 320mm discs, two-piston calipers, ABS Rear Brake 260mm disc; 1-piston caliper, ABS Front Tire 110/80-R19 Rear Tire 150/70-R17 Rake/Trail 26 degrees/ 4.7 in. Wheelbase 60.0 in. (1525mm) Seat Height 33.0 in. Curb Weight (Claimed) 546 lbs. Fuel Capacity 5.3 gal. Fuel mileage, observed 50 mpg Colors Gray, White Warranty 12 months, transferable, unlimited-mileage Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. The post 2021 Benelli TRK 502 X Review – First Ride appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/jQLpZmkXWXkSource
  5. I thought it best to make a trip back east for this story and the ones to follow. Putting down 3,000 quick and dirty miles on the way back to my roots sounded a lot more worthwhile than just flying in to ride for only a few days before flying back out. I wanted to ride thousands of miles traversing this country – one that contains so many different landscapes and cultures all bubbling over in a big ol’ melting pot of freedom. Also, I needed the forced introspection. Six years ago, I set out on a similar 5,800-mile journey. In many ways that trip was comparable, at the same time it was very different. Different situations and different times. I had just been let go from my job after confessing to my boss that I wasn’t happy in my current role and had hoped to move departments. I was a bit surprised when they cut me loose not long after, but hey, it gave me time for a nice long road trip and a chance to try to figure out what I was going to do with my life. During that trip I spent more than a few nights wondering what the hell I was doing riding across the country during such an uncertain time. I didn’t know how quickly I’d find a job, and I didn’t have a whole lot of money in my bank account. I felt selfish and thankful at the same time, totally conflicted about one of the most epic rides of my life. The other day I found my situation at the time described in John Burn’s latest book review when discussing solo adventurers, “… more common is the lone introvert struggling with internal demons.” Cold, happy, and unemployed. Flash forward six years, setting out on this trip, the country was in the process of waking up after an 18-month pandemic fever dream. Around the world, folks were going from being scared of the outside world to wanting nothing more than to be out in it. My situation’s different too these days. I’m a little more employed, and rather than just riding to work, riding is work, and I’m always looking to stay busy. The idea came into fruition during an email exchange with Aerostich founder, Andy Goldfine. We were discussing Aerostich products for review. Andy was going to set me up with the company’s staple product, the latest Roadcrafter R3. If I was going to have the chance to test a custom-fitted Aerostich R3, a suit that was made by hand in the good ol’ U.S. of A and dreamt up not too far from my home state, it felt a lot more sincere to spend the time traveling to the facility in Duluth, MN to be fully immersed in the company’s culture and atmosphere. And, of course, to meet the man who started it all, in person. I needed to lock down a bike. 2021 Harley-Davidson Pan America 1250 Special Review – First Ride The Harley-Davidson Pan America press introduction hadn’t taken place too long prior, and the machine was fresh in my mind. It’s often unrealistic for us to put thousands of miles on press bikes during testing with the internet’s insatiable hunger for content. We simply don’t have the time or bandwidth. So, when an opportunity comes around to do just that, we’re all for it. Afterall, at the end of the day, we’re just lucky motorcycle enthusiasts over here. With the Brass’s approval, and Harley’s media folk confirming just days before the trip was set to kick off, all was a go. After wrapping three days of testing and shooting our Middleweight Naked Bike Shootout, I picked up a Pan America 1250 Special kitted out with aluminum panniers and a top case. Over the weekend I’d pack the bike, on Monday we would shoot the fourth and final day of our comparison, and I’d hit the road Tuesday morning before the sun came up. Having three days to cover 2200 miles meant blue highways were going to be hard to come by. Thousands of miles of droning freeway simply wouldn’t cut it though. I decided day one and three would be for covering ground while day two would be more of a mix including a couple of national parks and scenic byways. Loading the SW Motech-made H-D branded luggage, I had to pack strategically. Not because of the lack of space, but because I would be wearing an Aerostich R3 on my return trip and would need room to stow the REV’IT! Sand 4 jacket and pants that I’d be using on my way to Duluth. Given that I had 120 liters of storage between the top case and panniers, space was a non-issue. Even still, I packed only the essentials, leaving the camping kit at home after considering the idea of camping after riding 14 hours in what was likely to be sweltering heat during most of the trip. I packed a tool roll in the panniers, but was able to tuck the small Aerostich compressor that had saved my haunches so many times before under the passenger seat. As for the top case, I preferred to leave it empty so I’d be able to stow my helmet and gloves safely when spending time off of the bike. Again, thanks to the voluminous 38 liters of storage it provided, it swallowed my medium AGV Sportmodular voraciously. I used the Rokform universal mount and Rugged phone case during most of my ride so I had easy access to my phone. The Pan America includes a USB-C port to the right of the TFT display that I used to keep my phone charged throughout the day. Even during the moist parts of the journey, water never seemed to collect around the power inlet. Tuesday morning was here before I knew it – and nearly before I was ready for it. I set off early to limit my time squeezing the widened (luggaged) Pan America between groggy commuters. The miles and states ticked by over the hours. As you might imagine, a 700-mile day on the interstate isn’t terribly exciting. One of the most memorable parts of day one was sitting in stop-and-go traffic entering the Virgin River Gorge in Arizona. A stunning stretch of I-15, but, when it’s 112 degrees and your right boot is inches from the catalytic converter on a 1252cc V-Twin, it’s hard to focus on anything other than wondering if the rubber sole of your boot is actually melting or not. I swear it feels squishier than normal. Eventually, I made it out of the gorge and up to South Salt Lake. Situated on a nine-acre farm in a small community sprinkled between industrial complexes, I had booked a night’s stay in a 1947 John Deere sheep herder trailer tucked between a ranch house and horse stables. Chickens wandering aimlessly pecking at the ground while the goats chewed their cud in the corner. A couple of Great Pyrenese came to relax next to the trailer as I peeled my gear off in the golden late daylight. Home, sweet home. I got to chatting with a ranch hand who had originally come out to SLC for the lucrative tile work the temples provided but, thanks to COVID, he’d lost his job and found solitude (and pay) here on the ranch. We chatted about big-bore KTM dirt bikes, the 37-year old horse keeping me company in the stable, and dog diets. Man, I really missed talking to strangers. During the COVID-induced weirdness of the past year or so, I felt relatively unaffected. Work continued as usual, even ramping up as we felt it was MO’s obligation to keep home-bound enthusiasts entertained with our exploits. We were still shooting comparisons and reviews as it’s relatively easy to stay distanced while riding motorcycles. I had worked from home for four years, and it was a bonus to have my wife around more often as she transitioned to a work-from-home set up. My situation hadn’t changed much, but the bit that had was a net positive. Even though I hadn’t noticed much of a difference, I was beginning to realize I may have been missing more than I thought. Work doesn’t wait. Thankfully the house’s wifi extended to the chambers. I woke up to the sunlight peeking through the cloudy window of the old caravan. Packing quietly so as to not disturb the animals, I was quickly on my way north toward Beartooth Highway by way of Yellowstone. Brooks are gonna babble. In Idaho, I skirted alongside Tincup creek during a particularly pleasant stretch of highway. Just cutting through the southwest corner of the state made me want to come back as soon as possible. If it was this nice during the small stretch I had sampled, some proper exploring was necessary. Not long later, about the time I was sitting in traffic roasting in Jackson, WY, I realized I might have made a routing mistake. Would you believe it, I wasn’t the only person longing for adventure and a view of the Grand Tetons in June? Traffic began in the Bridger-Teton National Forest and didn’t let up until I was well east of Mammoth. For 165 miles, I passed countless RV trains and slow moving looky lou’s whenever I could only to slot in behind an infinite slow-moving stream of traffic. I would not recommend passing through Yellowstone during peak season immediately after a worldwide pandemic has begun to lift. From this angle, you can’t even see the dense traffic 100 feet in the other direction. During my last trip through this part of the country, it was late October and Beartooth Highway had just closed. Climbing to nearly 11,000 ft, Beartooth pass is the highest of highways in both Wyoming and Montana and requires substantial effort from the National Parks Service on the Yellowstone side and the Montana Department of Transportation on the northern side to keep it passable between Memorial day, (the weekend before I was traveling) and Mid-October. Thanks to some filming going on near the top of Beartooth Highway, I was able to stop in the middle of the road for a picture. So far, the Harley-Davidson Pan America 1250 treated me well. The intense heat from the catalytic converter on the Pan America – which I was reminded of every time traffic slowed (and it slowed a lot in Yellowstone) – was my only real complaint. The H-D’s seat (set in the high position) was comfortable enough to burn through a full tank of fuel (between 170-190 miles was usually when I would gas up) with little bend at the knee, but the ergonomic triangle wasn’t perfect. The reach to the handlebar had my upper body leaned forward just enough to be annoying. Using cruise control let me sit upright though, and much of my journey was spent using it. You hardly need hands on the bars anyway, despite the relatively steep 25-degree rake, the 4.3 inches of trail and 62.2-inch wheelbase of the PA kept the ship steering straight and true while I napped during the boring stretches. I attempted to roll the bars back a bit to help with the reach and position my shoulders were in. While it helped feel less fatiguing on my shoulders, it didn’t make much of a difference with the actual reach to the bars. Once I’d made it a few miles from Mammoth, and finally had some clear road in front of me, I was able to enjoy Highway 212’s voluptuous curves. The entire stretch of Beartooth Highway between US 89 and Red Lodge, MT is absolutely incredible and definitely a bucket list item (our own E. Brasfield, a man who’s been all over the world on motorcycles, admitted it was on his short list). The road zigs and zags high into the mountains with bottomless canyons all around and epic scenery that is ever-changing thanks to hundreds of thousands of years of glaciation. Not a bad view. When the going gets twisty, you can definitely feel the extra load out back. Braking early and generally slowing down is recommended, but the bike will still hustle through corners. On my way down the mountain toward Red Lodge, I took my time, enjoying the scenery, not pushing the pace as I was on point to roll into my night’s accommodations at a reasonable hour. Then all of a sudden I thought to myself, why does my jacket feel loose? I’d left my hydration pack complete with a Spot tracking device and a few odds and ends at the pull-out where the picture above was taken and, to add to the situation, I was running low enough on gas that turning around wasn’t an option before refueling. I pulled off my Kriega bag, set it next to the bike, and removed my jacket for this picture. Afterward, I donned the jacket and gloves and set off on my way down the mountain. I blasted into the outskirts of Red Lodge, filled the Pan America, watched a woman’s infant child who’d desperately requested I do so while she ran inside to buy ice, and shot back up the mountain. This time, I wasn’t taking in the sights, I wanted to get back to the gravel pull-out as soon as possible with the hope my bag would still be there. Once I crested the ridge I found a truck with a built-in bed camper parked in the spot where I had left my bag. Walking around the vehicle, there was my pack, fastened around one of the snow level markers so it wouldn’t blow off the ridge. My assumption was that the good samaritan was likely in the back of the truck, but I wasn’t going to bother him. I breathed a sigh of relief and enjoyed my third run down the back side of the mountain, rolling into the Botts’ Family Motel a bit later than expected but still before dark since the sun didn’t set until after 9 pm. My stay in Joliet, MT wasn’t random. Actually, the motel – and Beartooth highway, of course – was the reason for routing north before cutting over to Duluth, MN. A high school friend of mine’s family had moved out to Montana and purchased the motel five or six years ago. That friend also moved there in the past few years. Since then they’ve tastefully renovated the property and dedicate their time to ensuring guests are comfortable and well-accommodated on this side of Beartooth Highway. After catching up with the Botts family and tucking into more than my fair share of pizza from Jane Dough’s, I turned in. The next day’s 920-plus miles wouldn’t suffer a late start. Turns out the mileage wouldn’t be the most taxing part of the day, though. Sure, it was a long day with the cruise control set at 85 mph for much of it, but the hours on end would have been more easily managed had there not been an intense side and/or headwind through the entire state of North Dakota. It was there that I returned the worst fuel economy of the trip: 30.9 mpg. I guess 85 mph into a headwind with a substantial amount of less-than-aerodynamic luggage was a bit taxing for the Revolution Max 1250 motor. In addition to the poor mileage (at best I saw 46.4 mpg, but averaged 40.8 over the course of the trip), I noticed the front cylinder had started to weep oil. Enough oil was seeping from the valve cover that it had actually spattered onto my boot and as far back as the subframe. I kept an eye on the oil level for the duration of my trip – something I had planned to do anyway, given that the bike had less than 800 miles when I picked it up. After 6,300 miles the Pan America had developed a bit of an oil leak from the front cylinder’s valve cover. The picture above was taken just before returning the machine. Despite beginning to seep oil around the 2,300-mile mark, the Harley-Davidson’s oil level had remained in the operating range for the duration of the trip. Passing through Fargo and onto US 10 east in Minnesota, traffic slowed, temperatures rose, and the humidity hit an all-time high for the trip. “Yep,” I thought, “I am back in the Midwest.” The rest of the ride through Minnesota was quite enjoyable. I was finally off of the interstate cruising down highways lined with lush vegetation, lakes, and marshland. My main concern was deer as the shadows grew long later in the day. I maintained a sense of hypervigilance and kept my fingers on the front brake the entire time. Then, while closing in on a white car in the middle of nowhere – not too closely or quickly I might add – the passenger swung his arm out of the right side window quickly and fired two shots from a handgun into the ditch. At what? I do not know. Confused, I passed the car as soon as I was able and put a considerable amount of distance between myself and the trigger-happy co-pilot. The weather was cool and overcast as I came down the hill into Duluth. The warm humidity I had experienced just miles earlier was now a cool dense mist blanketing the bay. For the next two nights, I was staying just a few miles south in Wisconsin at the Sleepy Hollow Motel near Amnicon Falls State Park. The small roadside motel was shrouded in dense fog when I arrived. With the sun well below the horizon, its neon sign was a beacon through the haze. I was digging the eerie vibe when the proprietors – a young couple, one from South Africa, the other a Superior native – popped out of the office to greet me. Both were pleasant and welcoming. If there was any way they could make my stay more comfortable, they assured me, they were eager to know. While I walked to my room with the bottles of water they’d given me, they spoke with another guest who’d just rolled up – an elderly couple two-up on a Gold Wing pulling a trailer – inquiring as to how their day in the area had been. Another reminder of something I didn’t realize I had been missing. The kindness of people you don’t know so far removed from your daily life is inspiring and infectious. The feeling was further drilled home the next day. Like many others around the world, I’ve been avoiding people for most of the past year. I still saw my friends here and there outside, but only chatted with family online (most of them were 2,000 or more miles away though). I took a stranger danger approach to everyone else as the news had made us all 100-percent certain that interaction with people you don’t know will kill you. In some cases, unfortunately, that was true. The wall of “totaled” suits in the Aerostich retail area, each with a description of the incident which caused the damage. I couldn’t wait for my second visit to the Aerostich facility. I’d been there before on the aforementioned trip and bought myself a nice black silk scarf that I still use. I showed up at 8:30 am and asked for “Mr. Goldfine, please,” only for the person running the retail area to reply in an apologetic tone, “Andy usually doesn’t come in this early. Do you have a number to reach him?” During the hustle and bustle – and lack of planning – I’d realized I didn’t ask Mr. Goldfine when he would like to meet and had just shown up on the day. Sheepishly, I thanked her and walked away pulling my phone out pretending to figure out what to do. At that moment, the phone lit up in my hand with a message from Andy asking when I’d like to meet. Not long after, I donned the custom-tailored R3 – which was surprisingly spot-on in terms of fit with the few measurements I had given – Mr. Goldfine arrived, and we left for brunch. We didn’t have to wait long for a table to open at the considerably busy Duluth Grill, but standing outside, the R3 was the perfect gear to be wearing to stave off the wind and fog from the typical overcast day in Duluth. We had coffee and were just about to dig into our order when Andy mentioned he hadn’t been to the establishment for some time – he’s a bit introverted. He explained that the last time he was there he was sitting in the same booth but in my seat. Across from him sat his future father-in-law. He was there to request permission for his girlfriend’s hand in marriage. Most everyone had gone home for the day by the time I was walking through the manufacturing area. Andy and I spent the entire day chatting not only about Aerostich, but also all manner of other subjects. I felt very fortunate and grateful to have been given so much of this man’s time and had the opportunity to walk around the 100-year old candy factory that has served as the company’s headquarters since its inception in 1983. Wrapping the day with a fairly standard interview, I watched Andy’s eyes well up with pride when he discussed the people he works with and how important each of them is to the company’s success. Equally important to him is fostering an environment in which his coworkers can also be proud to be a part. Our own John Burns wears his ‘Stich on most of our adventure shoots. I can see the appeal, but also, for me, the Gore-Tex of the R3 would be a bit too warm when the trail tightens. Photo by Evans Brassfield. That day – walking around the old building, meeting the employees, and learning about Andy Goldfine and the business – made the entire trip for me. It was the human interaction of getting to know someone at not just a professional level, but more importantly, at a personal level. Apparently, I hadn’t bothered Andy with my constant questions because he invited me to dinner with his lovely wife, Molly. Around seven, Andy and Molly picked me up in a 1973 Land Rover, one that had been purchased by Andy new in 1973. We enjoyed a casual dinner at a typical wood-clad northern bar. The establishment didn’t have too many patrons, but the ones it did were loud, nice, and slightly inebriated. More than a few people who came through the door asked about the Land Rover. Andy Goldfine and the ‘73 Land Rover he bought new (with his wife hiding in the back). After getting dropped off back at the Sleepy Hollow motel, I bid a fond farewell to my gracious hosts and settled into my gear-strewn room. I felt a level of content that I hadn’t experienced for some time. Thankful for the day and the trip I was on. Look for the full Aerostich story complete with Andy-isms and a full R3 review to come in the near future. Trying to maintain my road-hugging weight while visiting home. Over the weekend, I made my way to Chicago and then further south into Illinois, visiting friends and family – some of which I hadn’t seen in more than three years. It was nice to visit, albeit briefly, my hometown. The trip had already begun reminding me how much I do actually miss people. I don’t miss the bugs. The return trip to California was much the way it had started; two long days split by one fun day through the mountains, this time, in Colorado. The stretch from central Illinois to Colorado was a straight line on I-70 almost the entire way – and it was hot and windy. I’m pretty sure it was in triple-digits all the way through Kansas. I made a brief lunch stop in Olathe, KS to visit a friend and meet his new puppy but had to be back on the road to cover the 820-plus miles necessary to enjoy the following day. Photo by Evans Brassfield. I wasn’t having any trouble covering this kind of mileage. Between the cruise control, 5.6-gallon tank, and comfortable seat, I never dreaded the long days in the saddle. I used the heated grip here and there in Colorado, but most of my discomfort during the entire trip was centered around the ambient temp. The luggage I got to use was sturdy and well-built. H-D made a good call teaming up with SW Motech for the aluminum cases. Pulling the cases on/off the bike is super easy and they both lock closed and to the motorcycle. One thing that got tiring during the trip though was the fact that you have to use the key every time you open or close them. There is no leaving them unlocked for easy access when you’re on and off the bike all day. I began to dread fishing the key out every time I wanted to get in and out of the luggage, moreso because the Pan America uses a key fob so, if you could leave them unlocked, you wouldn’t need to pull the key out of your pocket during a day of riding. My route through Colorado skirted up and down through the Gunnison and San Juan National Forests. It seems like you’d be hard-pressed to choose a bad route through Colorado. Even the detour I took around some unexpected construction ended up being some of the best riding of the day. Chatting with the construction worker at the front of the line of cars about the reroute he assured me, “You’re going to have fun up this road on that thing.” He was right. It’s hard to decide when and how often to stop when you’re faced with views like this for hours on end. At one point, while waiting for more construction, a group of 15 or so motorcyclists pulled in behind me. We were heading up into the twistier sections of highway 50 out of a valley. I took off, set the cruise (because I have a habit of speeding) and two of the riders behind me eventually passed. Now I was a part of the group, I guessed. When the going got serpentine, the rest of the group fell back. There were guys on cruisers, adventure bikes, and sport-tourers. I ended up politely passing the two guys in front of me. The gentleman leading was keeping a decent pace but eventually, I stopped seeing him coming out of corners in my mirrors. In another valley 25 or so miles later, stopped for construction yet again, the group trickled in behind me. It was a group of friends on a tour of Colorado from Mexico. Nice fellas, all enjoying their time in the States. Photo by Evans Brassfield. I worked my way southwest to Cortez and got an AirBnb for the evening. While I was grabbing another night of dollar menu food, it began to rain, and I was in Levis and the REV’IT! Sand 4 jacket (without the waterproof liner). Turns out the channels that direct air around the Pan America’s engine also direct rain and spray from the front tire directly onto the rider’s knees. Something I hadn’t noticed in the Aerostich R3. The next morning, I departed early – I was waking up super early for weeks after this trip too – for the final day of the trip. I had 800 miles or so ahead of me to get home to my family. I’ve always loved passing through the Navajo Nation near Monument Valley. If you can pass through in the early morning light or near dusk, the majesty is taken to an entirely different level. Heading toward Flagstaff, it just kept getting warmer as the miles and hours flew by. Between Williams, AZ and Barstow, CA – nearly five hours of riding – the Pan America’s temperature gauge read between 115 and 119 degrees Fahrenheit. I had shut the vents on my helmet and kept the Gore-Tex R3 zipped to the top. Any exposure to the elements at the point was searing. I couldn’t believe the relief I felt when I saw 109 on the dash as I neared Cajon Pass. It’s all relative, I suppose. I rolled into my driveway, tired, sweaty, and content, but admittedly stressed about this monster of a story now looming over my head. I was so full of appreciation for the people I met and reconnected with during my journey that I was still able to bask in it for the remainder of the weekend before jumping right back into the grind Monday morning. It’s best to be conservative when exploring off-road on a fully loaded adventure bike. Not too far from civilization, and not too difficult terrain. When I weighed the bike later that day with a full tank of gas, loaded just as it had been on my trip home, the Pan America tipped the scales at a devilish 666 pounds. Each side case weighed exactly 33 pounds (and I hadn’t even tried that hard to keep the weight even) which is exactly eight pounds more than H-D lists as their weight limit. So, the bike with the luggage racks installed (and my Rokform mount) was right at 600 pounds. Not light, and I was reminded during the few off-road excursions that I took. The PA isn’t as confidence-inspiring off-road with a full load, but nothing is. Ha! Didn’t think you’d get a dyno pull out of this story didjya?! The adaptive ride height helped my 30-inch inseam feel comfortable on the bike throughout the trip. The heat from the catalytic converter and the seeping oil were the only major issues. I did try to use the app while in Chicago for routing, but it never loaded the map fast enough to be of actual use. Oh, let’s not forget the kickstand. H-D kickstands are always nerve-wracking. Of course, that’s by design, the way they lean a bit further once you put pressure on them which supposedly locks them into place. Well, the Pan America has the same style of kickstand which was stressful to use every single time. The taller seat height (than most H-Ds) makes this particularly challenging if the terrain is even slightly higher on your left side. We had made it, a road-grimed astronaut and his equally grimed spaceship. Kickstand whining aside, I was still a little emotional turning the bike back in. It had been a whirlwind of a trip. It felt long and rushed at the same time. The odometer read 6,296 when I dropped it off at Harley’s fleet center. I’d put 5,529 miles on it over the span of two-and-a-half weeks and basically had the same view of the bike as I had when I left. Sure, if I had bought the bike, I’d be looking for answers about the oil leak, and the heat isn’t something I’d be stoked to deal with around town in the summer, but neither one would be a deal-breaker depending on the situation. If you managed to make it this far, you’ve read almost as many words as miles I covered during this quest. So, the least I can do is offer to answer any questions down in the comments that I didn’t cover in the opus above. Questions about the Harley-Davidson Pan America, Aerostich (stay tuned for that story), or touring in general, let me know. Thanks for reading. We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Spanning America on the Pan America appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/9L4Cj1fkEKUSource
  6. Updated July 2021 Motorcyclists love to tell stories about things that happened while they were riding. Having video evidence to back it up makes the stories even more fun. Who would believe you if you said that, as you were hard on the brakes from 160+ mph into Turn 2 at Laguna Seca, a ground squirrel ran across the track in front of you and the $100,000 Ducati Superleggera you were piloting? Well, Troy was able to document Mister Squiggles’ near-fatal dash thanks to his helmet cam and put an end to our disbelief. (See the proof here.) Heroics aside, traveling by motorcycle is even more fun when you can capture the important moments of your trip while you’re actually riding. Group rides can be relived later. Track day lean angles can impress your buddies. You just need to choose the right action camera, and you’ve got a ton of options. There are helmet cams, 360 cams, and even permanently mounted dash cams for commuters to use in case of a mishap. No matter what you want to record, there is a camera to handle that task. So, we’ve chosen what we think are the best motorcycle cameras around. Let us know in the comments if you have a personal favorite that isn’t mentioned here. Table of Contents 1. Top of the Line: GoPro Hero9 Black 2. GoPro Hero8 Black 3. INNOVV K3 Dual Channel Motorcyle Motocam 4. insta360 ONE R Sports Video Adaptive Action Camera 5. Cambox V4 Pro 6. Insta360 GO 7. Sena 10C EVO 1. Top of the Line: GoPro Hero9 Black If it weren’t for GoPro, there wouldn’t be an action camera market, and the GoPro Hero9 Black represents the company’s state of the art. Content creators will love that the Hero9 because its ability to shoot in 5K resolution will allow them to crop in to cover important details. Then there’s the 20 megapixel photo capability with SuperPhoto processing. To frame the shot from where you mount the camera, you have a front LCD and a rear LCD touchscreen with touch zoom. The bumps of the road or the trail will be erased with HyperSmooth 3.0 image stabilization. You can also live stream in 1080p if that’s your thing. Finally, the Hero9 is waterproof down to 33 ft. You certainly won’t need to worry about having it mounted to your bike when you ride in the rain. Bottom Line/The best GoPro has to offer Shop Now 2. GoPro Hero8 Black What was once top of the line is now a level down. Never mind, you can save a little money and still get premium performance. Riders who are serious about their onboard video will opt for the GoPro Hero8 Black. Vibration and shaky videos are a thing of the past with the Hero8’s three levels of stabilization. According to GoPro, this allows you to “Get the widest views, or boost to the smoothest video ever offered in a HERO camera. Works with all resolutions and frame rates, and features in-app horizon leveling.” Expandable Mods allow vloggers and budding filmmakers to upgrade the Hero8’s capabilities with microphone or light mods. How about live streaming 1080p video on social media? TimeWarp 2.0 allows super-stabilized time-lapse videos while moving through an activity. Want to see your whole ride in a few minutes? Capture 4K UHD 2160p video for high-quality viewing. You can even capture 12mp photos and photo bursts. Bottom Line/Still a great action camera Shop Now 3. INNOVV K3 Dual Channel Motorcyle Motocam The Innovv K3 is prepared to handle any weather condition you ride in and is rated IP67 waterproof, meaning the K3 is completely dust proof and can be immersed in up to three feet of water for a period of 30 minutes. So, unless you’re planning on launching your bike into a lake, you’re sure to be covered. The remote control has been upgraded to a fully metal construction and gives the rider the system status at a glance while riding. The K3 has also received a microphone for recording engine sounds or rider narration. The cable is long enough to reach the rider from many remote mounting locations for the DVR unit. Dual HD cameras record front and rear views simultaneously in your choice of 1080P 30fps or 720P 60fps, and a WiFi connection allows for reviewing and sharing of videos directly on a smartphone. Parking mode can record any attempts to molest your motorcycle while you aren’t there. The built-in, user-adjustable G-sensor automatically protects the current recording from erasure if the unit detects an accident. Loop recording starts recording over the oldest files first when the microSD card fills up. Still, with a maximum card size of 256GB, you can record approximately 18 hours of video before the unit overwrites old files. MO Tested: Innovv K3 Review Bottom Line/Record front and back views simultaneously from stealthily-mounted cameras Shop Now 4. insta360 ONE R Sports Video Adaptive Action Camera The insta360 ONE R is the action camera for the rider who wants maximum versatility. The One R is built around a modular system that consists of a control unit with a built-in touchscreen, a lens module, and a battery pack that holds them together. The 360-degree camera records at 5.7K resolution, allowing the view direction to be selected in post-production. Plug in the 16.4mm equivalent focal length lens module, and you can record traditional action cam video in 4K at 60fps and 1080p at up to 200 fps. The wide-angle module was jointly developed with the Leica camera company, and it features a 1-inch sensor for recording 5.3K at 30fps and 4K at 60fps, 1080p, or 120fps. The camera’s construction allows for the touchscreen to face either forward or rearward for increased flexibility. The system is waterproof to 5m (16 feet), and a variety of mounts are available. Bottom Line/Perfect for the rider who wants both 360° and traditional wide angle action video Shop Now 5. Cambox V4 Pro Thanks to its unique mounting position, the Cambox V4 can mount in just about any helmet while not disrupting the airflow or adding any protruding objects in case of a crash. If you want a true rider POV, this is the camera. Its 150° wide angle lens records in 4K at up to 60 fps and keeps things smooth with 6-axis stabilization. Weighing in at just 70 grams and 19mm thick, the V4 Pro mounts via hook-and-loop fastener inside the top of a helmet’s eye port. Controls include: large power button, 3 LEDs to easily know the camera status, and a lockable cap to protect the micro SD card and charging port. Control the camera wirelessly via the iOS & Android Cambox App. MO Tested: Cambox MkV4 Pro Action Camera Bottom Line/Discretely mounts inside your helmet for a true rider's-eye-view Shop Now 6. Insta360 GO This tiny 27 gram marvel packs 6-axis stabilization just like your $40,000 Panigale R, remote start/stop/power up, 120 fps slow motion @ 1080p, Timelapse, Time Shift Hyperlapse, HDR video, and resolution up to 1440p at 30 or 50 fps through a 120 degree ultra wide lens with adjustable view modes. Unlike your smartphone, this camera is tiny, rugged, easy to mount just about anywhere, and best of all, utilizes auto horizon leveling technology combined with Flow-State Stabilization to automatically keep your shots level and free of jitters and bounce. It’s small enough to mount just about anywhere, and when you’re not using it, just pop it in your pocket. MO Tested: Insta360 GO 2 Review Bottom Line/Small and full-featured video recording fun Shop Now 7. Sena 10C EVO The Sena 10C EVO is the company’s sole camera entry in their line of Bluetooth and Mesh communicators. The 10C EVO combines Bluetooth communications with 4K video. The camera captures video at 4K 30fps. Other video features include Video tagging and Smart Audio Mix. When the 10C EVO is in standby mode, the Video Tagging feature records the minute before and after the rider presses the Video Tagging button. Smart Audio Mix allows for Bluetooth conversations to be recorded to the captured video. Then the Sena 10C EVO is also a Bluetooth communicator that allows the rider to be able to communicate with up to four others over a claimed one-mile range. Pairing to your smartphone allows for calls, music, or GPS directions to be broadcast to the rider. Additionally, the camera preview mode lets the rider verify that the camera is in the correct orientation for the bike they are riding. Additionally, videos can be downloaded to the phone for sharing. The Sena 10C EVO retails for $399. Bottom Line/Ideal for moto-vloggers Shop Now Motorcycle Camera FAQ What is the best motorcycle camera? As the action camera market has matured and diversified, that question can only be answered by asking more questions: What do I want to use the camera for? Do I want to mount it permanently on the bike or move it around? Do I want the camera with the highest resolution? All of these questions can be answered with one of the models above. Are motorcycle helmet camera’s legal? Good question. It depends on the state. For example, in California, objects that protrude more than 5mm from the helmet are illegal, but we’ve never seen it enforced. Where is the best place to mount a 360-degree camera on a motorcycle? We’d recommend mounting it on the tank or the handlebar. That way both the road and the rider can be seen in the video. Additional Resources MO Tested: Innovv K3 Review MO Tested: Cambox MkV4 Pro Action Camera MO Tested: Insta360 GO 2 Review MO Tested: Innovv C5 Motorcycle Camera System Review MO Tested: Innovv K1 Motorcycle Camera Review We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post The Best Motorcycle Cameras appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/LRlsc7Aec08Source
  7. Now that we’ve all been uncooped up for the last year-and-a-half (those of us who ride at least) it’s time to recoop in large crowds again to ogle the vehicles we’ve been riding around on and in for the past century. It only stands to reason. And what better place to do that than the late Bob Petersen’s namesake automotive museum on the corner of Wilshire and Fairfax in LA? ADV: Overland Exhibit’s got adventure bikes ranging from a 1903 California to the Triumph that won the 1966 Baja 1000, futuristic concepts, 23 adventure-touring motorcycles and race vehicles from 1930 to the present, and sci-fi and NASA off-world exploration vehicles. The fun starts tomorrow, June 3, and there will be an opening reception on July 15th complete with a drive/ride-in event on the Petersen rooftop, where many a smokey burnout photo shoot took place once upon a time. From the event program: In 1903, crossing the USA on wheels had never been done, but that changed when George Wymans rode a California motorcycle for 50 days from San Francisco to New York. In 1912, nobody had circled the globe on a motorcycle, but that changed when Carl Stearns Clancy straddled his Henderson Four and headed east. In the next 100 years, brave men and women struck out to see the world on wheels, making epic journeys recorded in books, films, and television. Folks more technically-oriented imagined travel off-world, on the Moon or Mars or beyond, in science fiction and actual space programs. Exhibition curator and Motorcycle Arts Foundation co-founder Paul d’Orleans explains: “ADV:Overland celebrates the spirit of adventure. These remarkable machines tell a human story, of dreamers and reckless youth, stubborn visionaries and dogged competitors, all together in one place. It also includes the ultimate overland dream of surface exploration on other worlds, which is happening on Mars right now – and we have some of the NASA/JPL rovers. We told lenders not to wash their overland veterans: we wanted to show good honest dirt as proof of their rough duty.” The contrast between the extremely simple overland machinery from the early 20th century to Charley Boorman’s electric LiveWire from Long Way Up is great, but the journey still had to be made on wheels. “The genesis of overland travel can be seen in the early bikes, like the 1912 Henderson Four that Carl Clancy rode around the world. These rudimentary machines captured the public’s imagination and fueled overland travel and competition we see today, like the Baja and Dakar rallies, and films like Long Way Up,” added MAF co-Founder Sasha Tcherekoff. If 100-year old dirt-covered bikes don’t inspire you, then come to ADV: Overland for the far-out space exhibits. Two sci-fi overlanders from the Lost In Space series, including the spectacular 1960s tracked glass house, keep company with a futuristic 3-D printed electric “Lunar motorcycle” from Hookie.co. For an inspiring comparison between real and imaginary off-world overlanding, NASA/JPL loaned two actual Mars rovers – models of Opportunity and Sojourner – that have logged more miles on other worlds than any other vehicle. Also on display is Charley Boorman’s electric LiveWire customized by Harley-Davidson for the Long Way Up television series. The Motor Company is also a sponsor of ADV: Overland in support of the 2021 launch of the Harley-Davidson Pan America. The Pan America marks Milwaukee’s first-ever adventure-touring motorcycle meant to compete in the growing ADV motorcycle space. And don’t forget Harley is co-sponsoring the event, so who knows what surprises might appear? motorcycleartsfoundation.org thevintagent.com/adv-overland-exhibit/ The post ADV: Overland Exhibit Opens Saturday, July 3, at the Petersen Museum in Los Angeles appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/ML1L9d9JnFwSource
  8. I heard about the Big Bear Run a few years ago. It was just before the 25th annual event and I was bummed to realize that my schedule wouldn’t allow me to attend. Maybe next year, I thought. Well, the 26th event came and went, and I found myself muttering those same three words. One thing was for sure though, the only way I was going to attend the event was to attempt the infamous “Hard Way.” For perspective, this year only 57% of riders who attempted the hard route actually finished, and those brave souls were awarded a finisher’s plaque for the feat afterward. Photo by Ben Liebenberg. When Kawasaki contacted me to gauge my interest in attending the event on the new KLX300, I thought to myself, “The bike might be a bit of a handicap – at least with me piloting it – but I’m up for the challenge,” fully assuming we would be tackling the hard route. Our crew would consist of just three riders: Nic de Sena from Ultimate Motorcycling, Brad Puetz, PR Supervisor at Kawasaki USA, and myself. Soon after committing to the event, I was told that we would be taking the “advanced easy” route. It turns out not everyone takes a sadistic approach to off-road riding. Rad Brad assured me it would be a fun low-key weekend, which was exactly what I needed after figuratively and literally being at WOT for weeks. I was in. Catching just the beginning of weekend traffic as it began to clog the southern California freeways, I made it up into the mountains in a reasonable amount of time. I had loaded up my truck with the necessary gear, and Kawasaki had my bike prepped and waiting for me when I arrived. Just about the time I get overwhelmed with this gig, I’m reminded of the perks. Yours truly managed to lock down the number one plate before the event even started, which prompted questions from curious cats all day long. Year-to-year, the Big Bear Run pulls in around 250 registrants. This number has ebbed and flowed over the years but shot up in 2021 to more than 330 registered riders. Looking around the crowd during the packed post-ride banquet dinner – where riders enjoyed a meal of rosemary chicken or steak while simultaneously having the chance to win one of numerous assorted prizes – demographics ranged widely. I saw guys on the trail whose age doubled my 31 trips around the sun, and plenty of younger folks, too. I chatted only briefly with the singular female I came across and she gave me line suggestions as I sized up a big climb – “It’s really loose on the right side,” she said. There were plenty of entire families present at the after party, lending a family-friendly atmosphere to the event. After linking up with good folks on the Kawasaki events and PR team, I was given a quick rundown of the bike prep, which included ultra-heavy tubes stuffed into Dunlop MX52 knobbies and a hardwired Trail Tech GPS unit, otherwise, we were running the machines bone stock. Proper dirt rubber is probably the best upgrade you can make to a dual-sport bike if you plan on staying off the tarmac. I wasn’t able to convince the folks at Kawasaki to let me have a rip on the new KLR. They were just there for show. While posted up at the Kawasaki booth Friday afternoon I overheard Big Bear Trail Riders President, Jim Nicholson mentioning that the club gives away scholarships every year to a Big Bear local for college. Following up with the club after the event, I learned the non-profit donates to various charities: Ride For Kids, Pediatric Brain Tumor Foundation, Kurt Caselli Foundation, Thundering Trails, The National MS Society, District 37 Dual Sport, and the Childhood Cancer Foundation of Southern California. Riding dirtbikes and giving to those in need are both sure to make you feel good. The Big Bear Trail Riders have been exploring the area’s trails since the ‘80’s and are the organizers of the Big Bear Run which is also part of the Beta AMA National Dual Sport Series and the AMA National Adventure Riding Series. The Dual Sport series encompasses 16 events throughout the country for 2021 from California to New Jersey and nearly everywhere in between while the Adventure series comprises 14 events that are equally dispersed. An AMA membership is required to participate in the Big Bear Run, and a Big Bear Trail Riders membership is encouraged. Hard Way challengers were up bright and early to begin their assault on the mountain. Photo by Ben Liebenberg. Being the responsible adults that we are, we had dinner Friday evening and turned in early. The hard loop registrants would need to pick up their checkpoint tickets at 6:00 am, but since we were having a low key weekend on the advanced easy route, we weren’t getting up before the sun had warmed the mountain. In retrospect, our 8:30 am roll out may have been a touch too leisurely, but still left us with ample time to complete the ride. The advanced easy route consisted of four loops. Our trip odometers were reading around 140 miles at the end of the day. We were given GPS tracks that included four loops making up our day’s route. Turns along the tracks and gas stops were clearly marked making it easy to stay on track and fueled up – for both the bike and ourselves. The longest stretch we had between gas stops was around 55 miles which left us with plenty of fuel in reserve throughout the ride. Our day started off fairly tame, though we were quickly reminded of how rocky many of the trails around Big Bear are. It just so happened that I had ridden most of the trails on our day’s route during various rides and shoots for Motorcycle.com, having done the majority of at least two of the loops during our 2020 Honda CRF1100L Africa Twin Vs. Suzuki V-Strom 1050XT comparison. The 2021 Kawasaki KLX300 turned out to be a pretty well-suited steed for our day’s ride. The dual-sport’s low seat height, plush suspension, and juuuust enough power (for our route) made it fairly easy to ride through all of the terrain we faced. Even the two difficult rocky boulder-strewn climbs that were included, which overlapped with the hard route, were handily conquered thanks to the low seat height and modest power, which meant I wasn’t at risk of nearly looping the bike like the Honda CRF450L rider ahead of me. Sure, the low-end torque of those larger more performance-oriented machines would have been welcomed, and I missed it when trying to drift through corners on the brakes and then the gas, but as it has been said dozens of times, it’s fun to ride a slow bike fast. The Kawasaki KLX300 was fun to ride at its limit and was never lacking in performance for the terrain we faced. It’s a bike well-suited to the advanced easy route – which may have its name updated to Intermediate or something like it in the coming years to more accurately describe the difficulty. Checkpoints were primarily for timed Hard Way challengers but also provided much-needed relief to all riders who passed through. The terrain we faced was never too difficult, but after 140 miles with many of them over fairly rocky terrain, it can certainly be tiring. I was happy with the route and felt content at the end of the day that we had been given a thorough sampling of what Big Bear has to offer (minus the fun of 38 Special, White Mountain, and other obstacles reserved for Hard Way patrons) without ever feeling worried or frustrated. We didn’t take too many breaks, just enough for a photo here and there, and a couple of fuel and snack stops. Despite our forward momentum through the day, we still managed to hit the last checkpoint late enough that the folks manning the pop-up asked if we were just out cruising – the checkpoints were primarily for Hard Way contenders to check in, but also offered water and sustenance to any wary rider along the way. Done and dusty. At 6:00 pm we rolled in done and dusted – emphasis on dusted. Riding the advanced easy route, we didn’t see too many riders through the day, not at all like the hard route where at times visibility is zero thanks to the dust being kicked up (so I’m told). It gave the atmosphere of a casual trail ride and made the day quite enjoyable. It felt like just another day riding dual-sport in the mountains rather than an annual event. If you search the YouTubes you can find plenty of videos of folks attempting (and completing) the Hard Way to get an idea of what you’re in for should you sign up. Despite my original stubborn sentiment of Hard Way or no way, I thoroughly enjoyed the low-key weekend up in the mountains. For 2021, the event was headquartered at the Big Bear Mountain Resort which was just far enough off the main drag to not have to battle with hordes of tourists for parking. It was great to see all of the camaraderie on the trail, in the pits, and at the vendor area. In my experience, riding off-road provides this in spades. There really isn’t any other discipline of motorcycling that is like it – again, in my experience. There were riders posted up in bottleneck sections of the trail just to provide assistance to those that needed it, checkpoints throughout the ride staffed by folks making sure riders were in good condition to tackle the challenges ahead, and an overall friendly vibe during the post-ride celebrations that made you feel that you were among friends or at the very least, the like-minded moto-masses. I was happy that I attended and it prompted me to start checking out local races and other dual-sport rides. Maybe I’ll see you out there? Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 27th Annual Big Bear Run appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/AtAUcoIz2CESource
  9. Reax is a relatively new name in motorcycle apparel, but most riders are probably familiar with the company behind it: retailer RevZilla and its parent company, COMOTO. Reax was only founded in 2018, but it’s been able to establish itself relatively quickly, thanks to RevZilla’s large online presence, along with its sister brands, J&P Cycles, and Cycle Gear. RevZilla’s experience as a retailer gave REAX a head start on knowing what consumers want in motorcycle gear. REAX gear tends to have a very understated style, with a clean look and minimal branding. REAX motorcycle gear tends to be functional, providing features and a level of protection riders want at a reasonable price point. MO Tested: Reax Gloves, Jacket, And Jeans As an in-house private label, REAX is only available through RevZilla and Cycle Gear, which does limit your ability to shop around for better deals. The plus side, though, is that there’s no middle-man, allowing REAX to keep the prices fairly reasonable. Table of Contents 1. REAX Alta Mesh Jacket (Men's) 2. REAX Alta Mesh Jacket (Women's) 3. REAX Apex Pro Mesh Jacket 4. REAX Kelly Leather Jacket 5. REAX Alta Mesh Pants 6. REAX 215 Jeans 7. REAX 267 Jeans 8. REAX 610 Jeans 9. REAX 112 Women's Jeans 10. REAX Superfly Mesh Gloves (Men's) 11. REAX Superfly Mesh Gloves (Women's) 12. REAX Hawk Mesh Gloves 13. REAX Tasker Leather Gloves 14. REAX Women's Tasker Air Gloves 15. REAX Castor Leather Gloves 16. REAX Ridge WP Gloves 17. REAX Fulton Air Riding Shoes 18. REAX Fulton WP Riding Shoes 19. REAX Tasker WP Boots 1. REAX Alta Mesh Jacket (Men's) The Alta was one of REAX’s initial launch products, and its first mesh jacket. The outer shell is a combination of a durable poly mesh with a 600D check pattern and 980D ballistic reinforcements for strong abrasion resistance while still providing cooling airflow. The jacket comes with a removable waterproof liner that can be worn either over or under the jacket. The Alta mesh jacket comes standard with SAS-TEC CE Level 2 protectors for the elbows and shoulders. The jacket can also be fitted with a back protector (sold separately). Other features include zippered cuffs, a waterproof interior device pocket, subtle reflective highlights, an adjustable waist, and an interior 8-inch zipper to connect to riding pants. Shop Now 2. REAX Alta Mesh Jacket (Women's) A relatively new addition to the REAX lineup is the women’s version of the Alta mesh jacket. It offers similar features, but with an outer shell made of durable 600D ripstop textile, 750D hard mesh and 300D stretch mesh inserts. Where the men’s version has four color options, the women’s jacket is only available in all-black or the silver/black contrasting colorway pictured above. Cons/Only two colorways Shop Now 3. REAX Apex Pro Mesh Jacket The Apex Pro mesh jacket offers a sportier profile than the Alta, drawing some design elements from REAX’s Jackson leather jacket. The outer shell is made of 600D poly mesh material for a balance of ventilation and abrasion resistance. Monaco leather panels offer additional protection in common impact areas. SAS-TEC CE Level 2 elbow and shoulder armor comes standard, with an optional back protector sold separately. The jacket comes with a removable waterproof liner which can be worn over or under the jacket, or stowed away in a rear storage pouch when not needed. Other features include zippered cuffs with neoprene stretch panels, an interior waterproof device pocket, and an 8-inch zipper jacket-to-pants connector. Pros/Sportier looks Shop Now 4. REAX Kelly Leather Jacket The Kelly replaces the Jackson as REAX’s flagship leather jacket. Available only in black, the Kelly jacket is made of 100% cowhide leather, with a thickness ranging from 0.8-1.0 mm in thickness. As with REAX’s other jackets, the Kelly comes standard with SAS-TEC CE Level 2 armor for the elbows and shoulders, with a pocket for an optional back protector (sold separately). The articulated sleeves and zippered hip gussets help ensure a comfortable fit while riding. Inside the jacket is a moisture-wicking stretch mesh lining, a waterproof pocket for electronic devices, additional cargo pockets and a belt loop. Pros/Classic looks Cons/Only available in black Shop Now 5. REAX Alta Mesh Pants The Alta mesh pants join the matching jacket as REAX’s gear for warmer weather. Like the jacket, the pants are made of a poly durable mesh, 600D check pattern mesh and 980D ballistic reinforcements in key areas. The pants come with CE Level 2 knee armor, and the pants can be supplemented with optional hip armor sold separately. The Alta pants has a moisture-wicking stretchy mesh liner, articulated legs, and an adjustable waist with a high back. Shop Now 6. REAX 215 Jeans The REAX 215 is a relaxed fit, straight-legged riding jean with a classic five-pocket look. The jeans are contrsucted of a 12oz cotton denim fabric with Aramid reinforcements in the seat, thigh and knees and triple-stitched seams in critical spots. The 215 jeans come with SAS-TEC CE Level 2 adjustable and vented knee armor that is fitted with a hook and loop fastener for height and side-to-side adjustments. The jeans can be fitted with hip armor (sold separately). REAX offers the 215 jeans in black or a faded blue denim. Shop Now 7. REAX 267 Jeans The 267 jeans offer an upgrade over the 215s, incorporating Dyneema and elastane into the 12oz denim for additional stretch and an “AA” slide rating. The 267s are tailored for a slim, straight fit, with reinforced belt loops and a leather belt guide. Like the 215 jeans, the 267s have triple-stitched seams in select spots and comes standard with SAS-TEC CE Level 2 adjustable and vented knee armor (additional hip armor is sold separately). Pros/AA slide rating Shop Now 8. REAX 610 Jeans The REAX 610 is a slim-cut riding jean made of a blend of 99% cotton and 1% elastane with ARamid reinforcements in the seat, thigh and knees. The black coated version is made of 12oz denim while the washed blue jeans are an 11.5oz. SAS-TEC CE Level 2 adjustable and vented knee armor is standard, with hip pockets ready to accept additional armor (sold separately). Shop Now 9. REAX 112 Women's Jeans A relatively new addition to REAX’s lineup is its first riding jeans for women. The 112 jeans are a single-layer full-rise, slim fit jean. Like the 267s, the 112 jeans are a blend of stretch denim with Dyneema and elastane, helping it achieve an “AA” slide rating. The jeans come with CE Level 2 knee armor and can be fitted with optional hip armor (sold separately). Shop Now 10. REAX Superfly Mesh Gloves (Men's) The Superfly is REAX’s basic short-cuffed riding glove. The Superfly gloves are made of 0.8-0.9mm perforated cowhide with a goat leather palm and a poly mesh backside. The gloves offer TPR protective finger inserts, a high-density flexible palm pad, and a leather-wrapped hard knuckle. The fingers are pre-curved and touchscreen capable. Other features include a moisture-wicking lining, adjustable hook-and-loop closure and subtle reflective highlights. Shop Now 11. REAX Superfly Mesh Gloves (Women's) The women’s version of the REAX Superfly gloves offer similar features to the men’s gloves, but with a 100% nylon lock mesh backhand. Shop Now 12. REAX Hawk Mesh Gloves The REAX Hawk Mesh Gloves are made of a full cowhide leather palm while the back offers sonic welded fully-vented 3D mesh TPR protection. The TPR goes from the back of the hand to the tips of the fingers which gives the entire back some added protection, but it does add a bit of bulkiness and stiffness compared to a regular leather back. Other features include mesh inserts, a TPR palm slide protector, touchscreen compatible fingers and an adjustable hook-and-loop wrist closure. Shop Now 13. REAX Tasker Leather Gloves The REAX Tasker is an all-leather glove made of a 100% 0.8-0.9mm cowhide backhand and a goat leather palm. The fingers are pre-curved and offer accordion-style stretch ribbing for added flexibility. TPR inserts protect the fingers but if you want a hard knuckle, you should consider other options such as the Castor gloves below. Other features include touchscreen capable index fingers and thumbs, a vibration-dampening palm pad insert, a moisture-wicking lining and an adjustable hook-and-loop closure. Shop Now 14. REAX Women's Tasker Air Gloves The women’s Tasker Air Gloves are similar to the men’s version, but with perforated leather for better air-flow. Shop Now 15. REAX Castor Leather Gloves The REAX Castor is a three-season leather glove with a sportier design. The Castor gloves are made of a 0.8-0.9mm cowhide backhand and a goat leather palm. The back is covered with a hard, leather-wrapped protector while the fingers are protected by TPR inserts. Other features include a moisture-wicking lining, reflective highlights, an adjustable hook-and-loop closure, and touchscreen capability. Shop Now 16. REAX Ridge WP Gloves The Ridge WP is REAX’s waterproof gauntlet-style glove, making it suitable for spring and fall seasons where you expect cooler temperatures and the occasional sprinkle. The gloves are made of a textile and leather material, with Superfabric reinforcements that hide the waterproof membrane. A leather-wrapped hard protector covers the knuckle while the palm is made of goat leather. Other highlights include touchscreen capability, reflective highlights, a moisture-wicking lining and dual adjustable hook-and-loop closures. Shop Now 17. REAX Fulton Air Riding Shoes The REAX Fulton Air is a casual-looking riding shoe offering basic foot protection. The shoes are made of perforated full-grain leather with triple stitching and a dual compound soul with EVA mid and a durable rubber outsole. The fully-padded top collar provides a high-top look and a flexible Achilles panel for improved comfort. The heel and toe box are reinforced while the ankles are covered by protective cups. The padded tongue is gusseted and webbed to help keep the flat laces secure. Other features include a replaceable insole, reflective material on the back of the heel and a moisture-wicking lining. Shop Now 18. REAX Fulton WP Riding Shoes The Fulton shoes are also available in a waterproof version with a breathable membrane beneath the full grain leather to keep your feet dry. The Fulton WP shoes are available in black with a brown sole or the black/red/white version pictured her with a red sole, which makes for a flashier look than REAX’s typically understated style. Shop Now 19. REAX Tasker WP Boots For a more rugged look, REAX offers the waterproof Tasker boot. Made from oiled full grain leather with textile inserts, the Tasker WP looks more like a work boot or hiking shoe than the high-top sneaker look of the Fultons. The Tasker boots offer a waterproof inner membrane, and a Goodyear welt stitched a high-traction lug sole. Protective features include internal medial and lateral ankle covers, a reinforced heel and a reinforced toe box. Other features include a removable anatomic shock absorbing insole, a padded and gusseted tongue, reflective patches at the heels, and a quilted Achilles panel. The left boot has a leather shift pad. Shop Now REAX Motorcycle Gear FAQ Is REAX gear any good? REAX doesn’t have the cachet of brands like Dainese or Alpinestars, but it offers practical, well-thought out riding gear with an emphasis of function over styling. Who makes REAX motorcycle gear? REAX is made by COMOTO, the parent company behind motorcycle retailers RevZilla, Cycle Gear and J&P Cycles. COMOTO is an American company based in Philadelphia, PA. Additional Resources MO Tested: Reax Gloves, Jacket, And Jeans MO Tested: Riding Jeans Buyer’s Guide Best Waterproof Motorcycle Gloves We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. 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  10. Shinko isn’t as well-recognized a motorcycle tire brand as the likes of Michelin, Bridgestone, Pirelli or Dunlop. Part of that is because the company is relatively new to the game. The Shinko Group was founded in Japan in 1946, producing bicycle tires and tubes as the country emerged from the Second World War. Shinko didn’t really get into motorcycles, however, until 1998, when it acquired the tire technology and molds from Yokohama. The company continues to build on the foundation of Yokohama’s technology, conducting R&D in Japan. Shinko tires are made in South Korea, with the company churning out about 200,000 tires each month. Though it is a bit of an underdog in the motorcycle tire market, Shinko has been able to establish a niche by offering affordable prices compared to the larger brands, while still offering solid performance. Table of Contents 1. Shinko 010 Apex Radial Tires 2. Shinko SR777 Reflector Tires 3. Shinko 705 Dual Sport Tires 4. Shinko 016 Verge 2X Dual Compound Tires 5. Shinko Classic 240 1. Shinko 010 Apex Radial Tires Shinko’s selection of sportbike tires isn’t very large. When it comes to high performance competition, Shinko actually specializes more in drag racing rubber than tires that need to handle corners. If you’re looking for a Shinko sportbike tire, you may want to consider the 010 Apex. The radials have an intermediate compound with a tread area designed for high-speed cornering. The front tires are Aramid belted while the rear tires feature Zero Degree Joint-Less Steel Belted (JLSB) technology for a stronger carcass and added stability. For track use, you may prefer the 003 Stealth radial which uses a softer compound, but for regular street use, the Apex tires will offer better durability. Shop Now 2. Shinko SR777 Reflector Tires The SR777 is probably Shinko’s most popular cruiser tire, and is offered in a number of sizes for both heavyweight and mid-sized models. The SR777s are Aramid belted for added stability and added load capacity, and Shinko offers a Heavy Duty version with a reinforced carcass for larger cruisers and baggers. The tread design includes siping and grooves for improving traction in both wet and dry conditions. In addition to the black wall version, Shinko also offers the SR777 with white walls for a more classic look. The SR777s are also available with a reflective wall version pictured above. In daylight, the Reflector appear black, but at night, the the sidewall reflects light for better visibility in the dark. Shop Now 3. Shinko 705 Dual Sport Tires The Shinko 705 is a 70% street, 20% off-road dual sport tire, with an all-around rubber compound to handle a wide range of terrain and weather conditions. The blocky, tear-resistant tread can handle light trail riding, while offering smooth running on paved roads. Most 705 tires are biased ply with the exception of the 150/70R18 rear tire size which uses a Zero Degree JLSB radial construction for added strength and stability. Shop Now 4. Shinko 016 Verge 2X Dual Compound Tires The 016 Verge 2X is a dual compound sport-touring tire (and the only dual compound tire street tire in the company’s lineup), offering a balance of good traction and long mileage. Like its single compound predecessor, the 011 Verge tire, the 016 is zero degree JLSB radial, promising added stability and strength. The 016 also offers additional tread siping compared to the 011s, promising better grip in wet conditions. According to Shinko, the tread profile is designed for quick transitions and extra lean angle. Shop Now 5. Shinko Classic 240 For riders looking for a more vintage look, Shinko offers the 240 Classic. With a 90% aspect ratio and classic profile and sawtooth tread pattern, the 240 Classics will help complete a old school custom or cafe racer look. Beneath the retro styling is modern tire technology, with a four-ply carcass construction and an Aramid belt for improved grip and durability. The Shinko 240 Classic is available in black wall, white wall or double stripe white wall versions. Shinko also offers a Super Classic 270 tire that offers a similar look, but it uses a nylon carcass and is rated at a lower speed than the 240. Shop Now Shinko Motorcycle Tire FAQ Are Shinko tires any good? Shinko tires may not have the latest in motorcycle tire technology compared to larger brands like Michelin or Dunlop, but they do offer pretty decent quality at much more affordable prices. If you want the best tires available, you’ll probably look elsewhere, but if you want good value, Shinko tires are a good option. Where are Shinko tires made? Shinko produces its tires in South Korea, with Korean production and quality control standards. The tires are designed in Japan, with the help of ongoing testing at warehouses across the world including in the U.S.A., where its American importer Western Power Sports has locations in Idaho, California, Indiana, Pennsylvania, Texas and Tennessee. How many miles can you get out of a Shinko motorcycle tire? The answer to that depends on the specific tire, your riding style, and how often you ride. Most Shinko tires use Aramid belts or a Zero degree joint-less steel belted construction for added durability. Additional Resources Sport Touring Tire Buyer’s Guide Best Dirtbike Tires Best Motorcycle Cruiser Tires We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Shinko Motorcycle Tires: Everything You Need to Know appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/vs84rFbDOSYSource
  11. Sidi Mid Adventure 2 Gore-TexEditor Score: 89.5%Aesthetics 9.0/10Protection 8.0/10 Value 8.0/10Comfort/Fit 9.0/10 Quality/Design 9.5/10 Weight 9.5/10 Options/Selection 9.0/10Innovation 9.0/10Weather Suitability 9.5/10Desirable/Cool Factor 9.0/10Overall Score89.5/100 When the time was drawing near for our big middleweight adventure shootout in March, I had the feeling it would be a good time for me to up my foot protection. I didn’t wanna wear big clonky motocross boots because they’re big and clonky. But I was afraid the Sidi Canyons that have been my go-to Adventure boots for longer than I’d like to admit might not be up to modern adventuring. More accurately, maybe my ankles, which are three times older than the Canyons, might not be up to it. How about a little more protection eh? Just in case. I stumbled upon this sawed-off version of the Sidi Adventure 2 boot Ryan Adams reviewed a couple of years ago, and knew I must have them. The Mids obviously don’t protect as much of your tib/fibs as the higher version, but they do have a bit of padding in the uppers behind the protection the rubber/plastic buckles themselves provide. In exchange for the lack of a tall shin plate, you get easier in- and egress, greater flexibility and the ability to pull a regular pair of pants legs over the tops when formal occasions call for it.Like Ryan pointed out, the Adventure boot doesn’t have as much armor – or as much stiffness – as a true offroad boot, and neither do the Adventure Mids. Motonation (official US importer) has both boots listed in its “Touring/ADV” boot section. But as soon as I slipped them on, I immediately felt much more rigidity and more protection than my old Canyons. Toe and heelboxes are definitely thicker and more substantial. That rigid, shock-resistant anatomically shaped heel cup provides max protection, says Sidi. And the rest of the boot feels way more protective than my old Sidi Canyon adventure boots too. The two adjustable cam-lock buckles per boot lock your ankle firmly in place while almost completely doing away with my biggest complaint about my old Canyons: Instead of an acre of Velcro closing up the boot, now there’s only about a 2-square-inch triangle at the top of each flap. Once you’re in there, the ankle protection at both sides feels much more substantial, too. Buckles are replaceable, too, if you should somehow manage to damage one. Did you know that Gore-Tex contains over 9 billion pores per square inch that are 20,000 times smaller than a water droplet, but 700 times larger than a water vapor molecule? I wonder who counted them? Gore-Tex and Sidi agree that water from the outside will never penetrate, but perspiration can escape easily. I haven’t gotten rained on in these, but I have been dumped on in my old Gore-Tex Canyons, and it seems the claims are all true. On warmish days out here in the arid west, my feet never overheat in the Adventure Mids. Also inside there, you’ve got a “Cambrelle anti-abrasion liner”, which makes these comfy and easier to slide on and off, and Teflon mesh prevents absorption of water and sweat. Those materials let the boot dry quickly, keeps them from getting stinky, and it works. There are removable arch support pads, and it seems like since these are a bit wider than most Italian boots, there’d be room in there for more substantial ones. Overall comfort, for my feet, is outstanding. Double microfiber layers inside the ankle feel substantial without being ungainly. Outside, Sidi uses its full grain microfiber material, which is synthetic leather that’s tougher and lighter than the real thing. That lightness is a big part of what makes these Adventures, and the Canyons, so comfortable for walking around. Microfiber seems like it might outlast the real thing too, and it shines right up like leather if you believe in shoe polish. $350 isn’t cheap, but if these last as long as my last Sidis (which are still going strong), it seems like a reasonable price to pay. Your non-slip big At the end of the day, Sidi claims these combine high-end offroad-level protection with a boot that’s comfortable on or off the bike, and that’s close to my personal impression. My feet feel more secure and safer in these, but it’s still easy to manipulate shifter and brake pedals. In fact I wear them on street rides all the time, too. They’re completely clonk and squeak-free, and walking around in them doesn’t feel materially different than a really solid pair of new basketball hightops. Then there’s the whole fashion aspect; the Italians do footwear right. These project a nice ruggedness without veering too far into Mad Max territory. The lug-type non-slip soles are bonded on, but we’re told they’re easily replaceable. In fact, Sidi sells soles for all its boots on Motonation, its US importer’s website, along with replacement buckles and other parts. Sidi Adventure 2 Mid GT Specifications Height: 11 inches, Weight: 2.3 lbs each, Retail Price: $350, Sizes: M 8.5 – 13 Sidi Adventure 2 Gore-Tex Mid + Pros One step forward in protection Lighter and more walkable than a tall boot Let it rain – Cons Uninexpensive Less tib/fib protection than a tall boot obviously Slightly clonky but never bulky Shop for the Sidi ADV2 Gore-Tex Mid here FAQ Is synthetic microfiber better than leather? Sidi claims it’s lighter, more flexible, stronger, longer lasting – and it requires no animal sacrifice to obtain. In our experience with other Sidi microfiber boots, all those claims seem to be legitimate. As far as looks, if you didn’t know it was synthetic leather, you wouldn’t know it was synthetic leather. How long will these boots last? That depends on how hard you ride and how often. For the average rider, probably many years with a little bit of care. The moisture-wicking interior will keep the internal funk to a minimum, and the microfiber, plastic and rubber exterior should last a long time too with very little maintenance beyond hosing them off now and then. Also, Sidi offers new soles, buckles, and other parts on its website. Related Reading MO Tested: Sidi Adventure 2 Boot Review MO Tested: Sidi Canyon Boot Review We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post MO Tested: Sidi Adventure 2 Gore-Tex Mid Boot Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/jrO2qhuIfykSource
  12. Spy photographers have spotted what we assume to be the 2023 BMW R1300GS prototype undergoing testing at a facility that bears a striking resemblance to BMW’s Enduro Park Hechlingen where E-i-C Evans Brasfield attended a riding course, way back in 2013. Since this large training ground offers a wide variety of terrain to challenge a big bike, it would be an ideal facility to inconspicuously put a new adventure bike through its paces away from (most) prying eyes. The test bike appears to be an early prototype, lacking the level of finish one would expect from a motorcycle that’s closer to production. Much of the engine and areas around the subframe are covered up, but the bodywork, even in this early condition, shows a big departure from the current GS’ styling. What might be the most polarizing part of the new design is the GS’ face. It still has a beak, but the headlight is now integrated into the schnoz, smaller and farther down from the windscreen. Where you would expect to find a headlight, there’s just a flat, forward-facing piece of bodywork which looks like a good place to position a radar sensor for adaptive cruise control. The license plate holder likewise has a flat section that could accommodate a rear radar sensor for blind spot detection. The tank cover appears to be one single piece, integrated with the radiator shrouds. Speaking of the radiators, the units here are tilted back with the bottoms jutting out from the bodywork. The radiators are much larger than the current GS’ cooling system, leading to another potentially big change. When I first saw the spy photos, I noticed the cylinder heads were covered up and assumed BMW was trying to hide something. After a few minutes of trying to figure it out, it finally dawned on me. If the cylinders are covered in some kind of material, then they can’t get any air cooling. Together with the larger radiators, the logical conclusion is that the engine is completely liquid-cooled and not air-cooled with targeted water cooling on the cylinder heads as on the current GS engine. What parts of the engine we can see show other differences from the current R1250 boxer engine. The front engine cover, for example, has a new shape, and its mounting bolts are in a different arrangement. The current R1250 engine’s front cover has a bit of a pear shape to it whereas the cover on the prototype is more of an egg shape, somewhat reminiscent of the cover on the R18 engine. The exhaust system is new, with a much smaller silencer and the catalytic converter likely positioned below the bike. The silencer rises just behind the passenger pegs, not quite reaching the level of the top of the rear tire where the current exhaust comes up almost to the passenger grab handles. There’s also the matter of a trademark BMW filed in 2019 for an M1300GS. This tells us that the engine may see a displacement increase from its current 1254cc to closer to 1300cc, and that BMW is also working on a higher-spec M model. The larger radiators may have necessitated another big departure from tradition: the test bike is equipped with an updated fork instead of the GS’ usual telelever suspension, or perhaps the telelever has been redesigned. Regardless, the previous generation telelever’s lower arm would have taken up too much space that could be better served to improve the cooling system. The white tubing behind the engine appears to be a variation on the current GS’ frame, but on closer inspection, we believe they are actually fake and part of a cover that hides the actual chassis from prying eyes. In the photo below, you can see a bit of the true frame in black peeking out from the cover. The angles of the “subframe” do not look like it would have enough support to hold up the tail, let alone a rider and luggage. The pillion peg mounts are connected to something behind the fake frame, and the subframe’s bottom tube just ends without connecting to the tail at all. All together, what we see here is a radically different R1300GS, with a new liquid-cooled engine, new exhaust system, new styling, an inverted fork and likely an entirely new frame. Perhaps the only thing that hasn’t changed are the wheels and the single-sided swingarm with drive shaft. Judging from the state of the prototype, we don’t believe the new R1300GS will be ready for 2022. Indeed, BMW has already gotten certification with the California Air Resources Board for the 2022 R1250GS and R1250GS Adventure. The CARB data can be superseded if the R1300GS is ready, but we believe 2023 to be a more realistic target. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Spy Shots: 2023 BMW R1300GS Spotted! appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/P_c2Ca8qkCUSource
  13. Since its 2012 release, Honda has sold more than 35,000 of its quarter-liter CRF dual-sport variants. In addition to some other choice updates, the CRF250L and CRF250L Rally have been stroked out to 300s for 2021. The last time we dyno’d the CBR300R, it spat out 26.2 hp at 8500 rpm and 17.4 lb-ft of torque at 6800 rpm. That was an increase of four horses and two pound-feet from the previous 250cc mill. An updated transmission with tighter gear ratios and an updated slipper clutch also help the new CRF300s mesh on the trail or the street. 2021 Honda CRF300L & Rally Review – First Ride In an attempt to better differentiate the performance of the two models, the L and Rally now have a better distinction between long haul comfort on the Rally and classic dual-sport performance with the L. The Rally’s larger fuel tank has gained 0.7 gallons compared to previous year’s putting capacity at 3.4 gallons. Honda says this could yield up to 250 miles per tank. And, if you’re game, your backside might not mind the extra mileage either thanks to the Rally’s wider cushy seat. That new seat also sits on rubber dampers to help ease any harsh vibes attempting to make their way to your backside. The rider footpegs also receive the rubber treatment for the same purpose. Handlebar weights on either end continue the fight for a smooth ride. Honda claims 11 pounds lost from the previous model with the CRF300L with a nine-pound deficit on the Rally model. The chassis lost weight and gained rigidity in key areas for 2021 while also gaining a bit of ground clearance. Both models received a bump to 10.2 inches of travel from the Showa suspension components and share the same spring rates and damping although the Rally model uses slightly longer springs. The seat has also been narrowed near the front to provide easier standover height and the LCD display provides more information than before. That’s all great, but how does it translate to the riding experience? Give yourself a break from your busy day and check out our First Ride impressions after a day of testing the two new models back to back, now in video format.  The post 2021 Honda CRF300L & Rally Video Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/mw6tfx1dW90Source
  14. AGV is as Italian as bocce ball and torta di mele; it is to motorcycle roadracing as cheese is to tortellini – and its premium helmets could, and still can be found on the heads of such racing greats as Giacomo Agostini, Barry Sheene, and now Valentino Rossi. Not that you need to be a professional racer, now that the company produces helmets for touring, offroad, and urban riding as well. AGV was founded in 1947 by Gino Amisano (1920–2009), in the village of Valenza in Italy’s Piedmont region, hence Amisano Gino Valenza. Trained as an accountant and having worked as a partner in a company making leather saddle covers and helmets for cyclists, Amisano’s timing was perfect, as Lambretta and Vespa introduced their first scooters in the post WW2 period. AGV began cranking out leather saddles for those revolutionary and fashionable Italian personnel carriers – along with an equally innovative leather helmet. Let the games begin. AGV’s breakthrough design pulled a leather outer over a mold, then baked it slowly to form a rigid protective shell, with a comfortable energy-absorbing padded leather lining inside. (photo courtesy AGV) In 1954, after experimenting with a range of alternative shell materials, AGV created the first fiberglass helmet. Two years later, the classic “pudding bowl” design was replaced with the much more protective enveloping design of the “Jet” helmet. Still open-faced, it at least covered the sides of the head and wrapped around the base of the skull, in the style AGV still produces today as the X70. Racing and AGV are closely linked, and it was one of the first helmet manufacturers to actively involve top riders in the testing and development of its designs, starting with MV Agusta star Carlo Bandirola, an early adopter of the first fiberglass design. The great Renzo Pasolini didn’t abandon his beloved AGV Jet for a full-face AGV model until the `70s. AGV was also a pioneer of trackside advertising; in 1958 it displayed its banner outside a prominent corner. Today the company’s red, white and green logo represents the rear view of an AGV: Amisano liked to joke it was the only view its competitors would ever get of Agostini. In 1972, Amisano began a program of rider sponsorship that continues today. Marco Lucchinelli, Franco Uncini, Kenny Roberts, Barry Sheene, Randy Mamola, Johnny Cecotto, Steve Baker, and Angel Nieto all benefited from AGV’s largesse, in addition to Ago and Vale. Rossi was even made an Honorary President of the company in 2008 in appreciation for his contributions toward AGV helmet evolution. It’s all about the safety, and the racing. AGV was a big sponsor of Dr. Claudio Costa’s life-saving Clinica Mobile, which began providing trackside medical assistance to riders in 1977. In 1969, Alberto Pagani wore the first full-face helmet to appear at an Italian Grand Prix, at Imola. It wasn’t quite an AGV innovation, but the company claimed its new full-face improved on the comfort, aerodynamics and field of vision of the revolutionary Bell Star from the US, quite a low bar frankly. The significantly enhanced safety of the full-face helmet meant it was rapidly adopted not just by all the top motorcycle riders, but in Formula 1 as well. Within a few years, Emerson Fittipaldi, Niki Lauda and Nelson Piquet were all racing in AGVs. In July 2007, AGV was acquired by fellow Italian motorcycling innovator Dainese, maker of fine leathers, boots, and gloves, a great symbiotic relationship that combined the abilities of the two companies to cover the rider from head to toe. That same year, AGV announced a new integrated technical design and construction approach called AGV Extreme Standards, which means these helmets not only meet DOT and ECE standards, but also makes them capable of protecting athletes in a performance race setting, where speeds are much higher. The Pista GP was the first Extreme Standards helmet, launched in 2012. All current AGV helmets are now designed to the Extreme Standards, ah, standard. AGV launched its Legends line in 2018, with Agostini and Pasolini replicas. (photo courtesy AGV) In 2015, Investcorp, a leading global provider of “alternative investment products,” acquired an 80% stake in Dainese/AGV, providing a substantial investment to keep things humming along into the future. We hope. The following is a sampler of our favorite AGV lids. Table of Contents AGV Pista GP RR AGV Corsa R AGV K6 AGV X3000 AGV Sportmodular AGV AX-9 AGV K1 AGV X70 AGV Pista GP RR At the pointy end of the racing spear would be the helmet worn by Valentino Rossi and others, this particular limited edition graphic being the Winter Test 2005. It commemorates one of Rossi’s best seasons, and was only worn in testing just after he’d brought Yamaha its first championship in the premier class since 1992. It led to a slew of AGV Rossi graphics ever since. The Pista GP RR, as you might guess carries a lofty price as AGV’s top-of-the-line track helmet, with a shell constructed entirely of carbon fiber (not just a carbon outer layer like some other) for ultimate weight savings. Each of its four available shell sizes receives its own dedicated EPS liner for supreme fit and comfort across seven sizes from XS to XXL. A long, dual-plane rear spoiler reduces turbulence at Jerez speed. Computational Fluid Dynamic (CFD) simulation software was used in conjunction with wind-tunnel testing for aerodynamic purposes, not only to slice the cleanest hole through the air, but also to help keep the rider’s head stable even while turning their head at high speed (our advice: Never look back). Offering a 190º horizontal, and 85º vertical field of view, the eye port is huge, and the 5mm visor is one of the thickest available. Other details include metal top vents, scooped and elongated chin vents to draw in more air, and a recessed visor closure system for smoother operation and to help prevent accidental opening in the event of a crash. Lastly, the Pista GP RR comes with an integrated hydration system. Bottom Line/Be like Valentino Shop Now AGV Corsa R The AGV Corsa R is like the fraternal twin to the Pista. Instead of carbon fiber, its shell is constructed from a carbon, Kevlar and fiberglass composite, making it way less expensive. The Biplano rear spoiler seen on the Pista GP R is gone, replaced with a more sensible, slightly elongated rear spoiler. Its interior provides a smooth, pressure-free fit, and a patented reversible crown pad features two distinct fabrics, allowing the wearer to select between warmer and cooler sides depending on conditions. Lastly, the Corsa R doesn’t see the scooped chin vents its MotoGP brother has, nor does it get the hydration system. Otherwise, the Corsa and Pista are identical. AGV Corsa R Helmet: First Impressions Bottom Line/Affordable Pista the pie Shop Now AGV K6 The latest thing from Italy is the culmination of all of AGV’s helmet technology focussed onto a single helmet for all manner of street uses. A super light carbon and aramid fiber shell is formed into an aerodynamic shape that works well on any kind of motorcycle even at ludicrous speed, and its intermediate oval shape and four shell sizes deliver an excellent, snug fit for most heads in seven sizes from XS to 2XL. A plush Ritmo and Shalimar fabric interior is moisture-wicking, removable, and quiet – and well ventilated by five big vents. The K6’s shield is easily swappable using really small mechanisms to maximize EPS area, and the large eyeport provides a sweeping, 190-degree panorama for maximum visibility. Furthermore, the shape of the helmet is designed to minimize the chances of collarbone contact – a thing AGV invented. All that weighs right around 3 pounds, which is seriously light and makes a big difference on longer days in the saddle. Bottom Line/AGV's do-it-all street helmet Shop Now AGV X3000 Something in a retro perhaps? This one has the same shape as the helmet Giacomo Agostini wore on his way to 15 world championships, but under the cool Barry Sheene graphics of this example (one of many), you’ll find the safety, ventilation and comfort you expect from a modern day AGV. The removable and washable premium interior is constructed of genuine leather and suede fabric with an embroidered logo. Three shell sizes, in AGV’s Advanced Composite Fiber, keep things light – just over three pounds – in seven available sizes to fit long oval heads. MO Tested: AGV X3000 Review Bottom Line/Relive the swingin' `70s in comfort Shop Now AGV Sportmodular AGV’s flip-front Sportmodular is built entirely from Carbon Fiber. AGV says this one meets the same safety standards as its Pista GP RR helmet – while weighing slightly less than the racing counterpart – around 3.2 pounds depending on size. Its D-rings are titanium, 43% lighter than steel. That’s pretty amazing, and that light weight is a big reason why the Sportmodular is so comfortable. Built for the sport and sport-touring rider, AGV says it spent countless hours in the wind tunnel to make the Sportmodular aerodynamic and quiet, while still providing good ventilation and stability. Three shell sizes covering XS to 3XL mean everybody should be able to find a comfortable yet compact fit. Inside, you’ll find the same high-end plush accommodations and excellent ventilation you expect from a helmet in this loftyish price range. MO Tested: AGV Sportmodular Helmet Review Bottom Line/Once you go modular, you never go regular Shop Now AGV AX-9 With its latest adventure helmet, AGV redesigned the ventilation system on the chinbar to give users venting which can be closed from the front or back, as well as being able to completely remove the front closure system to allow for a dirtbike-esque open chin vent with nothing but an open-cell foam type filter in the chin bar vent. The AX-9 is made from a tri-composite blend of carbon, Kevlar, and fiberglass, and can also be had in full carbon for quite a few dollars more. A large peak keeps the sun out of your eyes, while also being aerodynamic, and can be easily removed for even better aero when the speed arises. The AX-9 also comes with a pinlock-ready shield and has dedicated cutouts for a communication system. The liner uses Shalimar and other materials; cheek pads and top liner are moisture wicking, the neckroll is water resistant to prevent water from getting inside the helmet, and ridges for glasses wearers are molded in for optimal comfort. The AX-9 fits intermediate oval skulls best, in nine different sizes from 2XS to 3XL. Bottom Line/Ready for adventure Shop Now AGV K1 You don’t have to empty your bank account to pay head homage to your heroes. The K1 doesn’t have quite the high-tech bona fides of AGV’s latest and greatest lids, but if you’re mostly just riding to work or school and not really racing every day, it’s a perfectly fine choice for way less money. In fact, its aerodynamic shape, ventilation, and spoiler were developed for the wind-tunnel tested Corsa R and Pista GP RR, with a shell and spoiler designed to provide stability at speed, and with the spoiler also acting as a passive vent to extract hot air as you ride. Its High Resistance Thermoplastic Resin shell is going to make the K1 just slightly heavier, at around 3.6 pounds, and only two shell sizes must cover all seven sizes from XS to 2XL. But, as we’ve said repeatedly – if the helmet fits, you must acquit. If yours is an intermediate oval shaped skull filled with visions of GP glory, the K1 is a viable and affordable way to get there. In addition to the classic Vale Soleluna (sun and moon) pictured, we’re also seeing Joan Mir and Jack Miller replica K1s. Bottom Line/Rossi wasn't always wealthy either; this one's a bargain Shop Now AGV X70 Relive the thrilling days of the `50s, when men were men and AGV’s first fiberglass shelled helmet was the Jet, with a shape much like the modern X70. The classic styling belies the updated everything else, including an ACF fiberglass shell containing a high quality EPS liner and high-end comfortable eco-leather and fabric interior, which is removable and washable. You probably don’t need to be told open-face helmets don’t provide the protection of a full-face, but for low-speed scooting about town, it’s tough to beat the X70’s light weight and ahhhh, open-facedness. Be sure to wear good eye protection, maybe some period goggles like the great Renzo Pasolini wore with this signature design back in the day. Bottom Line/Nice on your Vespa Ciao Shop Now AGV Helmets FAQ What does AGV stand for? For those who weren’t paying attention during that long drawn-out intro, the company founder was named Gino Amisano (1920–2009), who began AGV in the town of Valenza in Italy’s Piedmont region. Hence Amisano Gino Valenza – AGV. Are AGV helmets good? For a long time there many of the company’s helmets weren’t the most comfortable, possibly the result of shells that weren’t the best fit for lots of American heads. Following the acquisition by Dainese in 2007, though, they really seem to have stepped up the game in every way, including fit, comfort, and overall quality. With the adoption of Extreme Standards technology, beginning with the 2012 Pista GP – a standard which it now follows in all its helmets – AGVs are also some of the most protective helmets you can buy, exceeding DOT and ECE standards. How much is an AGV helmet? How much have you got? You can spend $1699.95 for the most expensive limited edition Pista GP-RR. Or as little as $209.95 for a Matt Black K1. They are definitely in the premium helmet category, but AGV is so prolific with its designs it seems like there are always great closeout deals to be had, too. Additional Resources Best Modular Motorcycle Helmets Best Motorcycle Touring Helmets Best Motorcycle Racing Helmets The 10 Best Motorcycle Helmets You Can Buy Today We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post AGV Helmets: Everything You Need to Know appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/vVq95-Fcv6cSource
  15. Adventure motorcycle helmets meld the features of on-road and off-road lids to provide adventure riders with a level of versatility that mirrors that of their machines. Manufacturers of all sorts have jumped into the ADV helmet market to give us riders a smorgasbord of options to choose from. We’ve put together the list below to give adv-curious riders a one-stop article to check out the full range. From budget-minded to expensive feature-packed lids, there’s something here for everyone. Table of Contents AFX FX-41 DS Best bang for your buck: Bell MX-9 Adventure MIPS Editor's Choice: Shoei Hornet X2 AGV AX-9 Arai XD-4 HJC DS-X1 KLIM Krios Pro LS2 Metro V3 Nexx X-Wild Enduro Schuberth E1 Scorpion EXO-AT950 AFX FX-41 DS The AFX FX-41 DS is a bargain of a helmet. Packed to the gills with features, the AFX FX-41 helmet incorporates comforts absent from more expensive competitors, but at a very affordable price point. The FX-41 DS helmet incorporates a drop-down internal sun visor, 17 points of ventilation, a removable peak visor, a large eye port with optically correct UV and scratch-resistant face shield, and a hypoallergenic and antimicrobial removable inner liner. The AFX FX-41 DS also meets DOT and ECE 22.05 safety ratings. Shop Now Best bang for your buck: Bell MX-9 Adventure MIPS The Bell MX-9 Adventure MIPS helmet is based on the company’s MX-9 motocross helmet with added features such as a sealing face shield for adventure riders. The helmet and shield are designed to work with goggles with the shield in the up position. The polycarbonate shell comes in three sizes keeping extra heft to a minimum. This version of the helmet is equipped with MIPS, the Multi-directional Impact Protection System which is designed to more efficiently disperse rotational impact energy. The MX-9 Adventure uses Bell’s Velocity-flow ventilation system to keep riders cool and the moisture-wicking liner is removable for washing. The Bell MX-9 Adventure MIPS is DOT and ECE rated. Graphics range in price from $219.95 to $239.95. Shop Now Editor's Choice: Shoei Hornet X2 Shoei helmets carry their own standard. Loved by those around the world, the first iteration of the Hornet enjoyed success as Shoei’s first adventure helmet and the Hornet X2 follows in its footsteps. The Hornet X2 uses four shell sizes for its XS-2XL size range. The new peak has been aerodynamically designed to provide less buffeting and distortion at speed. The visor and shield can be removed to allow users to fine-tune their configuration and the shield can be removed without removing the peak to make things easier. The liner is removable and washable and features an emergency quick-release system should the rider have an accident and be in need of help. Tons of ventilation can be adjusted to fine-tune the airflow through the helmet and a removable breath guard and chin curtain are included. The face shield is Pinlock-ready and the Hornet X2 comes with the Pinlock insert. The Shoei Hornet 2 is DOT and SNELL 2015 rated. Graphic options can be had starting at $715.99. The helmet is so loved around MO that both Tom Roderick and Evans Brasfield have reviewed the Hornet X2. Shop Now AGV AX-9 The AGV AX-9 recently replaced the AX-8 which had been a great adventure helmet for AGV since 2011. With this new model, AGV has redesigned the ventilation system on the chinbar giving users venting which can be closed from the front or back as well as being able to completely remove the front closure system to allow for a more dirtbike-esque open chin vent. As before, there is still an open-cell foam type filter in the chin bar vent. The AX-9 is made from a tri-composite blend of carbon, Kevlar, and fiberglass as before and can also be had in full carbon for $150 dollars extra. One visibly noticeable difference between the newcomer and the outgoing model is the peak. The peak on the AX-9 is, to put it lightly, large. Larger than the AX-8 by a decent margin. AGV says this allows the peak to better do its job of keeping the sun out of your eyes and the shape and design of the new piece is more aerodynamic. The AX-9 also comes with a pinlock-ready shield and, unlike the previous model, had dedicated cutouts for a communication system to be installed. The interior liner material has also received an upgrade with Shalimar materials among others to give a more premium and comfortable interface with your skin. The fit of the helmet itself has also been refined to fall more in line with the standard intermediate oval head shape which is most prevalent in the U.S. whereas the previous version was a bit tighter in the crown. The AX-9 is DOT and ECE rated. The only downsides would be that AX-9 is slightly heavier than its predecessor, even still the helmet is relatively light, and the AX-9 is $100 more expensive than the previous version’s original retail price. Graphics can be had for an additional $50 and again, a full carbon version is available for $649.95. Shop Now Arai XD-4 The Arai XD-4 is a staple in the adventure motorcycling community. It has been around for quite some time and protected the likes of Ewan and Charlie during their around the world explorations as well as countless other adventurers. The XD-4 has an intermediate oval head shape and a liner that allows the user to peel away 5mm layers of foam in specific areas to help adjust the fit. Ventilation is managed by two brow vents in the shield which can be opened or closed, two top vents, an adjustable chin vent, two chin bar vents, and a total of four exhaust vents. All of the vents aside from the lower exhaust vents can be closed. The shape of the peak and helmet itself has been aerodynamically designed to reduce buffeting and increase comfort when riding at speed. The Arai XD-4 is SNELL and DOT rated. Other color variations can be had, most of which are priced at $739.95. Shop Now HJC DS-X1 HJC offers a large lineup of products from budget-friendly to premium. The DS-X1 is the company’s entry-level adventure helmet which can easily be converted for street or dirt biased use. The peak is easily removable with a Phillips head screw for pounding out the miles at highway speed and the shield can be removed quickly to use goggles for off-road work. The DS-X1 uses a polycarbonate shell and comes with a pinlock-ready shield. Closable chin vents and top vents allow for air to channel its way through to the exhaust ports on the back of the helmet. The HJC DS-X1 is DOT rated. Graphic options range in price from $189.99 to $194.99. Shop Now KLIM Krios Pro The new KLIM Krios Pro is the newest offering in the KLIM helmet lineup. This new helmet packs a ton of tech and versatility into its hand laid carbon fiber shell. The use of carbon fiber isn’t the only weight saving measure though. After seeing Koroyd material used in the KLIM F5, the use of this new material in the Krios Pro is the first time Koroyd has been used in a street motorcycle helmet. Koroyd is a lightweight composition of welded polymer tubes and claims to absorb up to 48% more energy than traditional EPS during an impact. Not to mention it ventilates quite well, too. The features don’t stop there. The Krios Pro features fully adjustable chin and forehead vents as well as KLIM’s KLIMATEK removable antimicrobial moisture-wicking liner. Refined aerodynamics from the previous Krios model is said to provide a quieter ride and better stability at speed. A Pinlock-ready shield and Transitions shield is included with the Krios Pro. The Fidlock magnetic closure found on the Krios Pro is a feature we raved about in our F5 helmet review. The helmet is easily converted into four different riding styles: adventure, which is how the helmet is set up out of the box, dual-sport with the use of goggles with the shield still attached, off-road with goggles and the shield removed, and street with the peak removed. The Krios Pro is also compatible with Sena’s 10U unit or other comm systems. The KLIM Krios Pro is DOT and ECE rated. Shop Now LS2 Metro V3 The LS2 Metro V3 packs ADV features into a modular helmet. The Metro V3 sports an intermediate oval head shape and is made in three polycarbonate shell sizes to keep bulk to a minimum. For versatility, the visor and peak can be removed to let users configure the helmet as their adventure unfolds. The Metro V3 offers plenty of ventilation through the chin bar which can be closed should cooler temps arise. An internal sun visor is also included and the V3 uses a ratcheting-type closure on the chin strap. The liner is fully removable and features dedicated speaker pockets for adding a comm system. The Metro V3’s shield features a fog-resistant coating, but is not set up to use a Pinlock. The LS2 Metro V3 is DOT rated and can be had with graphics starting at $239.98. Shop Now Nexx X-Wild Enduro The Nexx X-Wild Enduro helmet is designed to meld the advantages of touring and off-road lids. The X-Wild uses three shell sizes made up of X-Matrix material which is a tri-blend of fiberglass, aramid, and carbon fiber to keep the helmet lightweight. In the box, users have the option of leaving the adjustable street chinbar vent in place or replacing it with the provided off-road vent which allows for more airflow. There is also a peak extender should you want to elongate the helmet’s peak. Revised closable vents across the top provide more airflow when compared to the outgoing model to keep riders cool in technical situations. The internal padding can also be tweaked with the provided extra foam which gives users the option to add padding where they see fit. The helmet is set up to use the Nexx X-Com communication system or whichever comm unit you prefer. The shield is Pinlock-ready although the Pinlock itself is sold separately and the helmet features an internal sun visor. The Nexx X-Wild Enduro is DOT rated and available in graphics starting at $529.95. Shop Now Schuberth E1 Schuberth’s E1 is based on its highly successful C3 Pro modular helmet. Another modular, you say!? Yes, and this isn’t the last on this list. The C3 Pro modular helmet from Schuberth is touted as one of the quietest helmets on the market and we’re told this carries over into the E1. The chin bar has received a new vent to allow for more airflow and a three-position adjustable peak to protect from sun and roost. The peak or shield can be removed for the rider’s preferred setup. The outer shell is offered in only two shell sizes for a seven size run between XS-3XL. The COOLMAX and Thermacool liner materials work together to keep the rider comfortable and are fully removable for washing. The E1 uses Schuberth’s Anti-Roll-Off System which is incorporated into every Schuberth helmet to ensure when the ratcheting chin strap is adjusted correctly, that the helmet will not roll off the rider’s head. The E1 can be used with the Schuberth SRC system or other communication systems. The Pinlock ready shield and included Pinlock keep the shield fog-free no matter the weather outside. The Schuberth E1 is DOT rated and available in graphics starting at $849.00. Check out John Burn’s full review of the Schuberth E1 here. Shop Now Scorpion EXO-AT950 The Scorpion EXO-AT950 gives riders the versatility of an adventure helmet with the convenience of a modular. This polycarbonate lid is offered in three shell sizes for its XS-3XL size run. Riders can choose to remove the peak or shield to configure the helmet to their adventure. The shield features an anti-fog coating and an internal sun visor is also included. A dual configurable chin vent gives ventilation options while the top vent and exhaust vents route air in and out of the helmet. The KwikWick liner is antimicrobial and is designed to keep the rider comfortable in cold and hot weather. The AT950 has dedicated speaker cutouts to allow for comfortable installation of your preferred comm system. The Scorpion EXO-AT950 is DOT rated and available in graphics starting at $289.95. Check out Troy Siahaan’s full review here. Shop Now Which features do I need to consider when choosing adventure motorcycle helmets? This mostly depends on what and where you ride as well as personal preferences. If you live in a climate that is hot, ventilation might be an important feature. Or, if you live in a rainy climate, you may want to consider a helmet with a Pinlock-compatible shield to reduce the chance of fogging. Weight is also a factor that often correlates to price, which is itself another important point. The helmets listed above provide a wide range of options for curious ADV riders. What’s the difference between adventure motorcycle helmets and regular helmets? The biggest difference between adventure helmets and other street helmets are fairly obvious just from looking at the two side by side. Adventure helmets meld off-road and street helmet’s feature into one. The peak, large viewport, and pointed chin guard all help bridge the gap for performance on and off-road. Recent Updates: Products updated, FAQ, Updates, and Additional Resources added. Additional Resources Best Adventure Motorcycle Touring Suits For Braving The Unknown Best Adventure Motorcycle Gloves Best Adventure Motorcycle Boots For Those Looking To Go Further Adventure Tire Buyer’s Guide We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. The post Best Adventure Motorcycle Helmets appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/5pIsNVcM6UwSource
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